X/J^^ 







M:^i:NrE 







A FIELD FOR IMMIGRATION. 



lEMOEIAL 



JOHN A.. ]?OOR 



1861 



Printed by order of the Senate. 



AUaUSTA: 

STEVENS & SAYWARD, PRINTERS TO TUE STATE. 
1861. 




ERRATA. 



" read $262. 

" "them" read men. 

" "works" read work. 

" "Lanbek" read Lanark. 

II "our" read an. 

" "and" r3ad amid. 

" "g-eology and" read geological. 

" "Kathadin" read Berkshire. 

" "Solomite" read Dolomite. 

" "Marty" read Quartz. 

" "manufactures" read manufacture. 

" "manufactures" read manufactories, 

" "65,661" read 62,661. 

" "31,2U,856" read 31,n4,635. 

" "27,496, lot" read 2Y,n4,'782. 

" "Chyde" read Clyde. 

" "powers" read power, 
strike out "to." 

for "Missisqua" read Missisquoi. 
strike out "it." 
for "selfishness" read supineness. 



MEMOEIAL 



JOHISr A.. POOR 



IN BEHALF OP THE 



EUROPEAN & NORTH AMERICAN RAILWAY CO,, 



A. ST^TE POLICY 

, FAVORABLE TO • 

IMMIGEATION, AND THE ENCOUEAGEMENT OF MANUFACTURES. 

1861. 4;"^ oiJ ^ 



Printed by order of the Senate. 



AUGUSTA: 

STEVENS & SAYWARD, PRINTERS TO THE STATE. 

1861. 



MEMORIAL. 



To the Honorable the Senate and the House of Bepresenta- 

iives of the State of Maine, in Legislature assembled : 

The undersigned, in behalf of the European and I^orth American 
Railway Company, and, as a citizen of Maine, respectfully asks 
such aid to that enterprise as will insure its early completion, and 
such measures of State policy as will invite immigration, promote 
the more rapid settlement and sale of the public lands, and the fuller 
development of the material resources of the State. 

The State of Maine, from the extent of its territory, — its 
geographical position, — its physical geography, and its geological 
structure, has all the elements essential to an independent empire. 
By a development of its resources, it can sustain a population, at a 
rate per square mile, equal to that of the most densely populated 
countries of Europe — Belgium, Saxony, or the British Isles. Scot- 
land, the lowest of these in relative population, averages 136 persons 
to the square mile; Ireland, 192; England, 332; Saxony, 372; 
Belgium, 382. A density of population equal to Scotland, would 
give Maine 4,310,196 ; as great as Ireland, 6,099,072; if equal to 
England, 10,546,352; to Saxony, 11,866,952; or to Belgium, 
12.134,612 inhabitants. The recent census gives this State 628,- 
600 persons, or about 20 to the square mile. 

The territory of Maine, was the first, visited by the European 
navigators, for the purposes of colonization in North America ; and 
it was a knowledge of the goodly lands, noble rivers, and unrivalled 
harbors of its coast, that set on foot the plans of French and Eng- 
lish colonization in the New World. That broad Bay or Gulf pro- 
jecting far inland, between Cape Cod and Cape Sable, known after- 
wards as the Gulf of Maine, invited the efforts of Du Monts and 
Champlain, to plant there an empire, under the government of 
France, and the still nobler exertions of Sir Ferdinando Gorges, 



4 EUKOPEAN AND N. A. RAILWAY COMPANY, 

the father of English colonization in America, to secure to his 
sovereign so valuable a possession, — the prize, for which the great 
nations of the old world, Spain, France, Holland and England were 
contending. To plant the soil of Maine, English colonies were first 
sent forth, and it was by the merest accident, the loss of two ships 
by Spanish capture, that Virginia was settled before our own State. 
The territory between Mount Desert and Cape Porpoise, with its 
unrivalled fisheries and maritime advantages, and as the natural 
outlet of the St. Lawrence in winter, was in contention between 
England and France from 1603 till the overthrow of French power 
in the New World, by the capture of Quebec in 1759 ; the most 
important military event in the history of the continent. The fierce 
contests of rival races and nations for this territory, kept back its 
early settlement — for the French leagued with the native tribes, 
spread such a horror of Indian depredations, that emigrants sought 
the more western and interior portions of New England, and en- 
couraged there, the growth and expansion of the arts of peace. 

First settled by the French in 1604, this territory was originally 
occupied by the most hardy and warlike, of the Indian tribes of 
North America, who naturally became the allies of the French 
against the English. When, through the advice of Sir Ferdinando 
Gorges, the Leyden flock were invited to America in 1617, as a 
means of aiding him, in resisting the claims of the French to the 
possession of the country, the Pilgrims selected that spot which 
should be most secure from Indian hostilities, (within the limits of 
their expected grant from the New England Company,) and found 
it, where the land was too poor to excite jealousy, and the plague, 
so remarkable in the early history of New England, had previously 
carried ofl" ita ancient occupants. Here the humble followers of 
Robinson, under the lead of Carver and Cushman, Bradford and 
Brewster, sought in the business of fishing and trade with the na- 
tives, to accomplish their plans, as a trading company, during their 
limited copartnership. But the oversight ol" Gorges followed them, 
and they preferred the protection of his company to any ofier of the 
Dutch, to give them lands further south. 

Gorges encouraged them also to cultivate the soil, by liberal 
grants of land to settlers. The shores of Plymouth and Massachu- 
setts Bay were subsequently sought, over those of Casco and Pen- 



MEMORIAL OF JOHN A. POOR. 5 

obscot, because they were more removed from the danger of Indian 
hostilities, and finally became the home of the dominant colony. The 
cupidity and grasping ambition of the Massachusetts Puritans, over- 
threw the first well-established government in Maine, and the latter 
became a Province of Massachusetts colony, from 1652. 

Maine ostensibly regained her independence in 1820 ; more than 
two hundred years, however, passed by, before it fully regained in- 
dependence of Massachuseets, and jurisdiction over its entire terri- 
tory, by the purchase in 1854 of the remnant of the public lands, 
retained by Massachusetts, as the price of separation in 1820. 

The fall of Quebec, and the final extinction of French power in 
1759, were by far the most important events in the history of Maine. 
Its population began rapidly to increase, as soon as French rule was 
broken, even before the conclusion of the treaty in 1763, and ex- 
panded, till checked by the political troubles between Great Britain 
and her colonies. 

England sought to impose unjust restraints on the colonists, and 
the resistance by the people of Portland, was punished by the burn- 
ing of the town in 1775. Finally the thirteen colonies were driven 
into revolt, and England was left, after eight years war, without a 
foot of soil, on the continent of America, except that, she had lately 
acquired from France. 

Maine at once, and rapidly increased in population and wealth, 
but new troubles soon arose with Great Braitain. The maritime 
position of Maine, and the commercial pursuits of her people, 
brought upon them the brunt of the contest, and they suffered, not 
only from French spoliation and English aggression, but from the 
restrictive policy of our embargo and non-intercourse acts. 

The peace of 1815 failed to bring prosperity, for new difficulties 
had arisen from the claims of Great Britain to a large portion of 
our territory. This subject, and the duties of Maine in regard to 
it, are briefly set forth in the printed Report of a portion of the 
Committee on Railroads, Ways and Bridges, made to the Legisla- 
ture of 1860. In that Report it says : 

" The territory of Maine is so interposed between the interior and 
the maritime Provinces of Great Britain, as to afford thef most easy 
and direct communication between them across it. This fact gave 
rise to the long protracted dispute with great Britain, as to our 



Q EUROPEAN AND N. A. RAILWAY COMPANY. 

northeastern boundary, at one time threatening to interrupt the 
friendly relations of the two countries, which was finally settled by 
the Treaty of Washington, in 1842. 

The title of Maine to the entire territory claimed by her, was clear 
and indisputable. The ablest geographers of England admit, that 
the claim of their government was without any real foundation, 
' that it was impossible to make use of any language that could 
more distinctly and specifically give the title of the whole territory 
to Maine, than that used in the Treaty of Peace in 1783.' 

But, in the war of 1812, the British Government was enabled to 
send troops from Halifax to Quebec, by way of the St. John valley, 
across our State, in mid-winter, and oppose superior numbers against 
our forces on the western frontier. It was thereby enabled to real- 
ize the vast importance, in a military point of view, of the route in 
the St. John valley, between Canada and New Brunswick. She 
seized upon this territory, held military possession of it, from that 
time onward, and refused all terms of compromise, or of accommo- 
dation, other than those of a surrender to her of the north bank of 
the St John river. 

In the Canadian rebellion of 1837, the British troops were landed 
at Halifax in winter, pushed into Canada across our territory in the 
St. John valley, and by this means the outbreak was soon sup- 
pressed. So long therefore as the British Government held her 
North American Colonies, she seemed determined to hold this key 
to their possession. 

The Government of the United States fully admitted the justice 
of our claim, but omitted to protect our possession of it ; and when 
Maine attempted to preserve it from spoliation and to extend her 
jurisdiction over it, the General Government interposed its paramount 
authority, forced Maine to abandon her attempt to maintain pos- 
session of it, and assumed the duty of protecting it herself This 
duty was imperfectly performed, and the country was stripped of 
its valuable timber, by New Brunswick lumbermen, till finally by 
the treaty of Washington, in 1842, the United States surrendered 
to Great Britain the whole territory on the north bank of the St. 
John river, containing 5,113 square miles. 

Maine submitted to the paramount authority of the National Gov- 
ernment, only from necessity, relying on the justice of its claim, for 



MEMORIAL OF JOHN A. POOR. 7 

redreas ; and on the survey and examination of the territory left to us 
in the basin of the St. John, a district equal to 5,592 square miles of 
territory, found that it had been stripped of its most valuable timber, 
while under the assumed protection of the General Government. 
For these depredations on our territory, the State of Maine has a 
just and valid claim on the government of the United States. This 
claim, it is the duty of Maine to assert, by all the legal and consti- 
tutional means in her power. 

This seizure of our territory, and the strip and waste of its tim- 
ber, embittered the feelings of our people residing near the border, 
and practically delayed and retarded the settlement of that portion 
of it that was not in controversy — and for nearly a quarter of a 
century the most valuable portions of the State, for agricultural 
purposes, were practically lost to us. The General Government was 
mainly intent on securing the good will of England, on any terms, 
and seemed to regard the territory as of no considerable value, even 
for military purposes ; and when the Kins; of the Netherlands re- 
fused to discover the highlands, which form so striking a feature in 
the geography of North America, in any other place than in the 
bed of the St. John river. General Jackson, then President of the 
United States, urged the acceptance of that award, and treated the 
question, as merely one of dollars and cents. He oiFered to give 
Maine as much land somewhere else, as that taken from us by the 
award. This was refused by Maine, who finally submitted to a 
superior power, and consented to the conventional line of 1842, ex- 
pecting justice at the hands of the National Government. This 
claim has often been urged, and the Legislature of 1852 asked the 
General Government to grant aid to a line of railway, that should 
extend to the Eastern Boundary, and enable us to recover some por- 
tion of the business and the population that had been lost to us. 
This claim was not denied and cannot be questioned ; and it now 
demands the united support of our National and State Representa- 
tives, in a direct application to the government for its payment. 

The statesmen of Canada and of England have been better able 
than those of the United States to appreciate the commanding mili- 
tary and commercial position of Maine, and the people of Canada 
have gladly purchased the Portland and Montreal line, having Port- 
land, in Maine, for their winter seaport. It is creditable to the 



8 EUROPEAN AND N. A. RAILWAY COMPANY. 

sagacity of our late Secretary of War, the Hon. Jefferson Davis, 
that he readily perceived the military advantages of Maine — for on 
learning the fact of a line of railway, connecting Portland with 
Montreal, he advised the fortification of Portland harbor — for, as he 
says, ' the possession of Portland harbor commands the entire ter- 
ritory of Canada above Quebec' " 

These rivalships, hostilities and border contests, have checked the 
growth. of our State more than all other causes. Had Maine been 
afforded the protection of the United States government, according 
to the terms of the treaty of 1783, there is no doubt she would have 
more rapidly increased. An uniform increase from 1790 to 1860, 
equal to that from 1790 to 1810, would have given Maine over 
2,000,000 population, or 60 persons to each square mile. 

The following table shows the population of Maine, by the cen- 
sus returns of the United States Government : 



Years. 


Population. 


Increase. 


Ratio of Increase, 


1790, 


96,520 


- 


- 


1800, 


153,719 


57,199 


• 57 


1810, 


228,705 


74,986 


50 


1820, 


298,335 


69,630 


30 


1830, 


399,995 


101,660 


33 


1840,* 


499,920 


99,925 


26 


1850, 


583,190 


83,270 


16 


1860, 


628,600 


45,365 


7 8-10 



The following table shows the population of each county in 
Maine, according to the United States Census of 1860, and the 
number in the territory, embraced by the present county lines, at 
the several periods of enumeration, from 1830 to 1860 : 





1830. 


1840. 


1850. 


1860. 


Androscoggin, 


19,851 


22,532 


25,748 


29,743 


Aroostook, 


2,399 


7,193 


12,529 


22,489 


Cumberland, 


52,429 


59,620 


68,783 


75,609 


Franklin, 


15,938 


20,800 


20,027 


20,574 


Hancock, 


22,553 


28,225 


34,025 


37,728 



*The United States Census of 1840, gives 501,796 as tlie population of Maine, but 
this included 1,876 persons residing on the north branch of the St. John, which terri- 
tory and population, fell to New Brunswick by the treaty of Washington of 1842. 
This reduces the actual population to 499,920. 



MEMORIAL OP JOHN A. POOR. 





1830. 


1840. 


1850. 


1860. 


Kennebec, 


88,829 


51,384 


58,018 


55,660 


Knox, 


18,421 


23,248 


28,252 


33,122 


Lincoln, 


25,705 


25,791 


27,135 


27,866 


Oxford, 


27,528 


32,115 


35,463 


86,700 


Penobscot, 


22,91)3 


46,470 


63,536 


72,737 


Piscataquis, 


8,499 


13,138 


14,735 


15,054 


Sagadahoc, 


14,943 


17,169 


21,669 


21,685 


Somerset, 


29,666 


33,9.2 


35,581 


36,547 


Waldo. 


27,108 


33,919 


38,333 


38,449 


Washington, 


20,140 


28,309 


38,811 


42,555 


York, 


51,710 


54,023 


60,098 


62,242 



399,995 499,920 583,190 628,600 

The disclosures of the census disappoint every one. The increase 
of our population, according to the return, has been but 45,365 
from 1850 to 1860, or at the ratio of 7 8-10 per cent, for the last 
ten years. Estimates based on the returns of polls for 1860, as 
compared with those of 1850, give us a population of 713,137, or 
a gain of 22 per cent, in ten years. Comparing the return of 
scholars between the ages of 4 and 21 years in 1860, with those of 
previous years, Maine should have had a population of over 700,000 
in 1860. Or, by comparing the vote thrown at the September 
election in 1860, with that of 1840, when our population was 499,- 
920, when an equally exciting canvass was in progress, drawing out 
a full vote, our population should be 677,000. Complaints similar 
to this have been made in other of the free States ; and in the city 
of Cincinnati, Ohio, a new census, ordered by the city authorities, 
for this reason, showed the actual population to be over 10,000 
more than the number returned by the United States Marshal. 

The valuation for purposes of taxation has increased from $100,- 
087,969 in 1850, to Sl<34,714,168 in 1860, or an increase of 64 
per cent, in ten years. 



10 



EUROPEAN AND N. A. RAILWAY COMPANY. 



The following table shows the comparative number of polls, and 
the valuation of estates for each county, for the years 1850 and 
1860: 



Counties. 


Polls. 


Estates. 


Polls. 


Estates. 




1850. 


1850. 


1860. 


1860. 


Androscoggin, . 


4,447 


4,152,502, 


6,551 


8,230,892 


Aroostook, 








743 


537,483: 


2,098 


1,856,237 


Cumberland, 








11,578 


16,777,054| 


15,098 


36,361,035 


Franklin, 








3,605 


2,798 133 


4,380 


4,285,843 


Hancock, 








6,487 


4,886,368! 


7,810 


6,520,694 


Kennebec, 








10, -77 


12,143,980 


11,684 


15,273,355 


Knox, . 








5,346 


4,813,021 


7,271 


9,463 026 


Lincoln, 








5,385 


4,521,480 


6,127 


5,897,239 


Oxford, 








6,560 


4,658,875 


8,286 


7,834,162 


Penobscot, 








12,624 


9,107,660! 


14,438 


14,524,937 


Piscataquis, 








2,844 


1,841,0831 


3,266 


2,705,228 


Sagadahoc, 








4,074 


5,576,3651 


4,560 


10,054,434 


Somerset, 








6,454 


4,935,697i 


7,507 


7,136,994 


Waldo, . 








7,100 


5,645,6731 


8,443 


7,740,429 


Washington, 








7,277 


5,252,301, 


8,342 


7,663,945 


York, . 








10,509 


12,390,3351 


13,038 


19,135,618 




105,490' §100,037,969! 


128,899 


$164,714,168 



The following table gives the increase of polls and increase of 
estates in each county, from 1850 to 1860, and the ratio of increase 
of polls and estates for the same period : 



Counties. 


Increase of 


Increase of 


Ratio of inc. 


Ratio of inc. 




polls. 


estates. 


of polls. 


of estates. 


Androscoggin, 


2,104 


4,078,390 


47 per cent. 


98 per cent. 


Aroostook, 






1,355 


1,318,754 


182 


264 




Cumberland, 






3,340 


19,583,981 


28 " 


116 




Franklin, . 






775 


1,577,710 


21 


56 




Hancock, . 






1,383 


1,634,236 


21 


33 




Kennebec, 






1,407 


3,129,375 


13 


25 




Knox, 






1,925 


4,680,005 


34 '• 


97 




Lincoln, 






742 


1,375,655 


13 


30 




Oxford, 






1,727 


3,175,287 


26 


68 




Penobscot, 






1,743 


5,417,277: 14 


59 




Piscataquis, 






444 


864,145 15 " 


46 




Sagadahoc, 






490 


4,478,069 12 


80 




Somerset, . 






1,053 


2,201,297 


16 


44 ' 




Waldo, 






1,342 


2,094,756 


16 


36 




Washington, 






1,128 


2,411,644 


15 


45 




York, 






2,529 


6,745,283 


26 " 


54 






23,409 


$64,676,199 


22 per cent. 


64 per 


cent. 



We are without the materials for an accurate estimate of the 
value of the property in Maine, until the publication of the returns 
of the census of 1860. 



MEMORIAL OF JOHN A. POOR. H 

The following table shows the polls and valuation of Maine, at 
the several periods named : 

Years. Polls. Estates. 

1810, 51,938 *$1,443,138 

1820, 59,368 20,962,778 

1830, 66,986 28,807,687 

1840, 86,544 69,246,288 

1845, 89,054 67,219,356 

1850, 105,490 100,037,969 

1860, 128,899 164,714,168 

Yet these valuations are merely approximate estimates. The 
actual value of the property in the State has undoubtedly been at 
each period far beyond the estimate agreed upon for taxation pur- 
poses, which has no other object than the equalizing of the taxes 
between the different cities and towns. The valuation of 1860 is 
equal to $255 for each inhabitant. In New York the ratio is $400 ; 
in Massachusetts, $720 ; in England, $1,000-1 

Estates. 
288,522 
338,495 
253,464 
174,538 
168,973 
47,611 
69,181 
102,354 



* Valuation— 1810. 


Polls. 


York, 


9,293 


Cumberland, 


9,577 


Lincoln, 


10,093 


Kennebec, . 


7,398 


Hancock, 


6,852 


Washington, 


1,984 


Somerset, 


2,611 


Oxford, 


4,130 



51,938 $1,443,138 

The polls included all free male persons between the ages of 16 and 70, in accordance 
with the provisions of the statutes of Massachusetts, then in force. 

fTHB Wealth of England. — There appears to be considerable doubt among the 
statisticians of England as to what is the real amount of the wealth of their country. 
Estimates are not wanting, but they diifer so materially, and are based upon such 
diverse data, that little satisfaction appears to be afforded by their results. Two 
eminent authorities, however, seem to have secured for their valuation a more than 
ordinary share of attention. Mr. Edward Capps, author of the "Prize Essay" on the 
national debt of England, and a writer in the Edinburgh Review, supposed to be an ex- 
Chancellor of tlie Exchequer, both of whom are in a position to avail themselves of 
documents not open to the public generally. The independent estimates of these writers 
show very nearly the same figures ; which is certainly an important confirmation of the 
accuracy of their calculations. 

Mr. Capps' figures are however, generally rather higher than those of the Edinburgh 
Review, and especially those for the commencement of the present century. That writer 



12 EUROPEAN AND N. A. RAILWAY COMPANY. 

Proof of the low estimates in Maine, is shown, by reference to 
the valuation of ships. Freighting ships have the same inherent, 
and the same marketable value in each State. Ships are valued 
less in Maine than in New York, Massachusetts and other States, 
and the fact is obvious that valuation returns made for the purposes 
of taxation, present but an inadequate idea of the actual property 
of a community or State. But if the valuation is uniforn, no in- 
justice is suffered. 

According to the census of 1850, the value of ships built in 
Maine for that year, was only $2^146,380; those of Massachusetts, 
$2,711,885 ; those of New York, $6,150,185. BAt on looking at 
the statistics of commerce and navigation for 1850, it appears that 

carries his estimates back to the year 1700, when with a population of eight millions, 
he supposes the wealth of the country, in real and personal property, to have been 
£615,000,000. In the year ISOO, he estimates the total wealth to have been £2,250,- 
000,000 ; in 1812, £2,736,640,000 ; and in 1857, £6,000,000,000. The reviewer com- 
mences his valuation with the year 1803, when he estimates the value of real and per- 
sonal property to have been £1,803,000,000; he then selects the years 1814, 1845 and 
1858, at which periods he supposes the wealth of the country to have been respectively, 
£2,850,000,000, £4,500,000,000 and £5,975,000,000. Taking for granted the general 
corretness of these estimates, and distributing the total wealth of the country, we shall 
find the following results : 

Year. 

1700, 

1800, 

1812, 

1845, 

1857, 

These figures show a remarkable increase in the wealth of the people of England. A 
century and a half ago, the average wealth was only £77 per capita; at the present 
period, the wealth per head is £200. It is since Great Britain has become a manufac- 
turing and commercial country, that her wealth has most remarkably increased. The 
immense resources of her coal and metal mines have poured a constantly accumulating 
■current of wealth into the lap of her people ; whilst each of her colonies has been made 
a rich tributary to the material progress of the parent country. She has imported 
a large proportion of raw materials of other countries and fashioned them into 
merchandise to be redistributed throughout the civilized .world, and has thus been ena- 
bled to exercise a practical monopoly in many of the largest foreign markets; and this 
aggressive commercial policy, it is that has given to England her six thousand millions 
sterling, of property. 

The Peogress of New York. — While the progress of New York city has been a 
marked one since the year 1844, that of the interior counties has been greater, viz: 
from 1844 to 1859 the increase of the county is 134 per cent. All other counties 
together, 133 per cent. We annex the comparative statement: 



Population. 


Total wealth. 


Wealti 


1, per head, 


8,000,000 


£615,000,000 




£77 


16,000,000 


2,250,000,000 




140 


18,000,000 


2,736,640,000 




152 


25,000,000 


4,500,000,000 




180 


30,000,000 


6,000,000,000 




200 



MEMORIAL OF JOHN A. POOR. 13 

Maine built 91,211 tons of ships; in the same year Massachusetts 
built 35,836 tons; New York, 58,842 tons. The Maine ships were 
superior to those of New York in size ; about the same as those of 
Massachusetts in average tonnage. The Maine ships built in 1850, 
326 in number, average 280 tons per vessel ; those of Massachu- 
setts, 296 tons ; and those of New York, 264 tons. In 1851 the 



Assessed value of 


real and personal estate 


in the State and city 


of New York, 1844-1859. 


Years. 


New York county. 


Other counties. 


Total. 


1844, 


$236,727,143 


$363,164,780 


$599,891,923 


1845, 


239,995,517 


360,650,578 


605,646,095 


1849, 


254,192,527 


411,658,210 


665,850,737 


1850, 


286,061,816 


441,432,767 


727,494,583 


1851, 


286,061,816 


791,769,814 


1,077,831,630 


1852, 


351,768,396 


816,566,841 


1,168,335,237 


1853, 


413,631,432 


853,034,758 


1,266,666,190 


1854, 


462,237,550 


901,917,075 


1,364,154,625 


1855, . 


487,060,838 


915,788,466 


1,402,849,304 


1856, 


511,740,491 


918,594,205 


1,430,334,696 


1857, 


, 620,545,282 


912,764,431 


1,433,309,713 


1858, 


531,222,642 


873,685,037 


1,404,907,679 


1859, 


552,008,742 


864,282,095 


1,416,290,837 


Totals, 


$5,133,254,192 


$9,430,309,057 


$14,563,563,249 



Massachusetts. — The polls, population and valuation in 1850, as compared with 
those of 1860, were as follows: 

Polls. Population. Valuation. 

In 1850, 245,142 994,514 $537,936,995 

In 1860, 298,830 1,231,535 897,795,326 
Being an increase on polls of 22 per cent., on population of 24 per cent., and on valu- 
ation of 50 per cent. 

The per centum of increase in population and value of the several counties since 
1850, is as follows : 



Counties. 






per cent. 






per cent. 


Suffolk, 


Population, 


33i 


Valuation, 


47 


Essex, 


cc 




26 


« 




49^ 


Middlesex, 


« 




34 


" 




62i 


Worcester, 


" 




22 


« 




36 


Hampshire, 


(C 




6 


« 




33 


Hampden, 


« 




12 


cc 




16 


Franklin, 


" 




2 


C( 




11 


Berkshire, 


it 




lU 


« 




40^ 


Norfolk, 


« 




39| 


" 




84^ 


Bristol, 


« 




23 


« 




68^ 


Plymouth, 


« 




16 


" 




52 


Barnstable, 


" 




2 


" 




42 


Dukes, 


" 


Decrease, 


3 


■•' 


Increase, 


71| 


Nantucket, 


(C 




271 


« 


Decrease, 


15| 



24 EUROPEAN AND N. A. RAILWAY COMPANY. 

Maine ships averaged 304 tons each, those of Massachusetts 810 
tons each, those of New York 835 tons. In 1852 the Maine ships 
averaged 810 tons each, those of Massachusetts 298 tons, of New 
York 402 tons each. In 1855 Maine built 396 vessels, averaging 
645 tons each — an aggregate of 215,904 tons. Massachusetts 
built 144 ships, averaging 553 tons, or an aggregate of 79,609 tons. 
New York built 554 vessels, averaging 208 tons each, or 115,281 
tons in all. In 1859 the Maine ships averaged 327 tons each, 
those of Massachusetts 348 tons, those of New York 152 tons. 
These facts conclusively show that the true value of the ships of 
Maine, was not stated in the returns of the census of 1850. In 
1859 Maine owned 789,846 tons of ships, worth near 140,000,000. 
But the returns for the State valuation of 1860, made as of the 
year 1859, only gave 380,825 tons of ships owned, valued in the 
returns at $9,657,699 — less than one-fourth the true value of our 
shipping. 

The following table shows the increase of the population of the 
State by counties, as returned in the United States census, and the 
estimated increase in each county, based on the gain of polls as 
given in returns of polls for 1850 and 1860 : 





Increase of pop. by 


Estimated inc. from 




census of 1860. 


return of polls 1860. 


Androscoggin, 


3,995 


11,685 


Aroostook, 


9,960 


7,498 


Cumberland, 


6,826 


19,616 


Franklin, 


547 


4,285 


Hancock, 


3,561 


7,647 


Kennebec, 


'Loss 2,358 7,780 


Knox, 


4,870 


10,645 


Lincoln, 


131 


4,108 


Oxford, 


1,387 


9,550 


Penobscot, 


9,201 


9,716 


Piscataquis, 


319 


2,455 


Sagadahoc, 


16 


2,709 


Somerset, 


966 


5,965 


Waldo, 


115 


7,426 


Washington, 


8,744 


6,287 


Y'ork, 


2,144 


18,985 



MEMORIAL OF JOHN A. POOR. 



15 



According to the census returns, there has been a very slight 
increase in the agricultural population of the State, and that chiefly 
confined to the counties of Aroostook and Penobscot. In Cumber- 
land county the increase has been less than that of Portland, and 
its suburban districts. In York there has been a loss in the county 
outside of Saco and Biddeford. In Androscoggin the increase of 
Lewiston and Auburn is more than that of the entire county. The fol- 
lowing table, exhibiting the growth of the more metropolitan districts, 
shows that outside of Penobscot and Aroostook, the increase of 
population is due to the increase of trade and manufactures : 



1850. 

20,819 
2,082 

4,852 



Total. 



27,753 



11. 



6,424 



Portland, 
Cape Elizabeth, 
Westbrook, 

Gain in 10 years, 
Biddeford, 6,095 

Saco, 5,794 

Gain in 10 years, 

Lewiston, 3,584 

Auburn, 2,846 ^ 

Gain in 10 years, 
Bangor, 14,432 ] 

Veazie, (new town,) ! -. 7 nrn 

Brewer, 2,628, f-^''^^^ 

Holden, (new town,) J 

Gain in 10 years, 

Rockland, 5,052 

Thomaston, 2,723 

South Thomaston. 1,420 

Gain in 10 years, 
Augusta, 



1860. 

26,342 

3,281 

5,114 



Total. 



34,137 

6,984 

6:226 ( 1^'^^^ 

. 3,687 

' i 11 401 
4,023 \ -^-^'^^-^ 

. 4,977 
16,449 1 



^^^ ^21,030 



9,195 



2,836 
804 J 

7,317 
3,620 
1,615 



3,970 




\ 22,305 



8 227 ' 
Hallowell, 4,'769 

Gardiner, 6,486 

Pittston, 2,823 

Chelsea, (new town) 

Manchester, (new town) 

Farmingdale, (new town) 

West Gardiner, (new town) 

Loss in 10 years. 

The constitution of Maine requires the Legislature to cause an 
enumeration of the people once in ten years, or oftener. The Leg- 
islature has heretofore been content to accept the national census, 



7,609 ] 
2,435 
4,477 
2,619 
1,024 
813 
896 
1,296 



21,169 



1,136 



1Q EUROPEAN AND N. A. RAILWAY COMPANY. 

as satisfactory on this point, but a conviction of the want of accu- 
racy in the U. S. census, may fairly call for a State census before 
a new apportionment of Senators and Representatives. 

The advantages resulting from the geographical position of Maine, 
have been, as already shown, in a great measure, lost by the acci- 
dents of its political history. Had the continent been occupied from 
the first, by only one race, or under a common nationality, the sea- 
board of Maine must have been the chief seat of its commerce, and 
the most densely populated of its territory. With the progress of 
the country, these results will ultimately be reached. The vast 
expense of transporting the products of the west to the seaboard, 
will induce the production of the articles of food as near as possible 
to their market, or place of consumption. From this advantage of 
position, in addition to her other natural resources, Maine has more 
of the elements of wealth, than any other State of the Union. A 
milder climate, and a soil of easier cultivation, more readily invite 
emigration, but never develop that energy of character, that power 
of endurance, and that fondness for labor, that are necessary for the 
highest civilization of the race. Great wealth is rarely accumu- 
lated in the mere pursuits of agriculture, or where the means 
of subsistence are most easily attained, or where wages are compar- 
atively high. A low rate of wages, a stubborn, but retentive 
soil, and a bracing climate, are all essential to the most thorough 
development of industry, and the accumulation of wealth. Those 
sections of the earth are most prosperous, and the people most fully 
developed, and free, where nature imposes on man the necessity for 
continuous labor, and yields but slow returns of profit. If we would 
seek the region, where life is most valuable to each individual of 
the community, it will be found where the human frame can endure 
the greatest amount of physical labor, and the imagination is most 
fully stimulated by the influences of climate and the aspects of 
physical nature. It is not on the rich plains of Italy or Southern 
Russia, that the most perfect physical development, or the highest 
European culture is found ; but rather on the shores of the German 
ocean or the Baltic, or the mountains of Switzerland or. Scotland. 
So, in the United States, the rich cotton fields of the South, or the 
fertile prairies of the West, easily yielding a supply of products. 



MEMORIAL OF JOHN A. POOR. 17 

suited to human sustenance, afford but very few means of enjoyment, 
compared with those which the abundant wealth, created in the 
workshops of New England and the other northern States, lavishes 
upon persistent industry. The native population of the western 
prairies is far inferior to the hardy pioneers from the mountains of 
New England and Pennsylvania, who first cultivated them ; and 
when the western States are so filled, that immigration ceases, the 
race of them will degenerate, and the habits of society gradually 
assimilate to the monotony of physical nature * 

The most rugged of our mountain districts in Maine,, by means of 
its water power, and its mineral treasures, is capable of sustaining 
a more dense population than the richest agricultural sections of the 
west. The bracing climate, pure water and stimulating influence 
of the wild natural scenery of our mountains, are worth more for 
the development of art and industry, and the consequent production 
of wealth, than the spontaneous abundance of the richest cotton or 
rice fields of the south. 

Civilization, that is, the improvement of the moral and physical 
condition of man, may be allowed to have had its origin in a warm 
climate and fertile soil, where the munificence of nature produces 

* Malaria. — The main feature of the reverse side of every glowing picture of Western 
life is found to be the dank, malarious mist of evening. The poison of asps lurks under 
the rich herbage of the whole land. In the fall, especially after a summer of luxuriant 
growth, the whole region of air between the Alleghanies and the deserts is highly 
charged with deadly poisons. The Eastern man, on arriving West, is at first somewhat 
amused at the care many of the natives take to avoid night air. He finds sturdy old 
farmers, who look as invulnerable as bronze statues, shrinking in doors when they see 
the mists of a balmy August evening arising. 

Being, perhaps, a lover of night scenery, he will defiantly pace for hours after night- 
fall under the moon. All things around him exactly resemble what he has been used 
to see about him on pleasant summer nights in the East ; how can there be anything in 
that delicious air to harm him 1 He cannot believe that nature intended he should be 
deprived of so great a luxury as star-gazing, or that a simple mist would be the means 
employed if such were the intention. September comes, and one after another the 
hardy sons of toil succumb to their old foe. The Oriental begins to brag, believes his 
constitution can defy all the mists of Florida, Central America, Brazil, and the coast of 
Africi, to say nothing of those of Indiana. He waxes bolder, and perhaps sleeps on a 
hay-mow occasionally, to show his hardihood. Ignorant of the fact that in many cases 
the system resists this subtle enemy more successfully when first attacked than after- 
ward, he exposes himself until he becomes perfectly saturated with the poison, and then 
the disease strikes a blow from which he will never quite recover. 

After one has undergone a thorough seige from the malaria fiend, in whichsoever of 



;j^g EUROPEAN AND N. A. RAILWAY COMPANY. 

much and human art little. But this amelioration has travelled 
slowly, into cooler temperatures and a less productive soil. The 
same comforts were the products of more labor ; but it was at the 
Same time found, that the ingenuity of man was indefinite, and 
might be increased to any extent — which we have still to learn ; 
and that the liberality of nature was fixed by ascertained limits. 
As all improvement springs from the laws of nature or the sugges- 
tions of human ingenuity, it has been found, that a civilization that 
is dependent on the improvement of the human mind, takes a higher 
rank than that which arises from the unassisted laws of nature. 
And this holds true, whether we regard the moral or the physical 
wants of man. All the great advances made in philosophy and 
science, have come from a cool and bracing atmosphere. Poetry, 
painting, statuary and architecture, flourish in temperate latitudes 
only. All the inventions of man, by which he obliges mechanical 
power to do the works of human hands, have had their birth in a 
cool country and on an ungrateful soil — and are the products of 
free labor. 

The distinction of the present age above all former ones, is the 
using of machinery in the place of human drudgery. In the most 

his protean shapes he may have made his attacl?, the face of nature in the West assumes 
a different aspect to him. All the grand beauties of the finest scene are marred. He 
looks forth upon the rich vegetation, which a season of uncommon sunniness and show- 
eriness has produced, and shudders as he observes the matted rottenness of the under- 
growth. There, like a snake, lurks the enemy. For ever after the haze of tho Indian 
summer, wherever met, is less beautiful to his eyes. He has learned that poison arises 
from the earth in tho evening haze, and no rainbow, or sunset even, can now quite 
glorify it for him. The ever-present sense of danger from the air becomes a kind of 
nightmare to him. It seems intolerable that so much beauty should be nullified by an 
invisible evil. 

Every spring and fall, throughout vast regions, the one great topic is the Ague; and 
the worst of it is, that, as people seldom die of tho disease, the victim gets, generally, 
but little sympathy, even though he be nearly delirious. The Western farmer is con- 
tinually saying within himself, as he sits shaking through the Indian summer in his 
large and elegant house, " Whether is it better for us, after all, to bo here making 
money and enduring these tortures, or to be back on the bare New England hills, or on 
the Alleghany slopes, earning a living and preserving health 1 " As he sits in the 
parlor gazing forth, he sees his hundreds of acres of wheat and corn, huge barns and 
droves of cattle, and in the distance the flourishing town where he has $!50,000 in 
bank. But he is as sallow as an East Indian, two of his children have died of "shaking 
chills," and his own constitution is almost broken down. Verily this world is full of 
compensations. — Philadelphia Bulletin. 



MEMORIAL OF JOHN A. POOR. 19 

flourishing periods of the Greek and Roman Republics, all labor 
was performed by hand, and articles, on which a great amount of 
human labor had been expended, commanded almost fabulous prices. 
As good an article is now produced by machinery, and sold in the 
market for one tenth, perhaps one hundredth of the sum. 

The first stimulus is given to civilization by a prolific nature ; 
but a cultivated human mind, always carries it much farther : and 
hence it is, that a civilization which depends on human art, is always 
most perfect. 

Admitting these premises, Maine must become, at no distant day, 
to the United States, what Lancaster, Yorkshire and Chester are 
to England ; Lanbek and Renfrew to Scotland ; the seat of manu- 
facturing industry. 

The source of all wealth is labor ; ' ' capital is only concentrated 
labor," and though human labor may be aided by artificial means, 
in the form of labor-saving, or labor-doing machines, yet all real 
wealth is derived from the application of human strength and skill. 
But there is a limit, to the power of human endurance, even in the 
most favored conditions of nature, and the experience of the world, 
shows that the production of wealth is greatest where the human 
frame is most perfect in its mechanism, and capable of the longest 
self- sustained exertion. 

National wealth is only the result of individual prosperity, and 
individual thrift is the true measure of national greatness. Though 
society advances more slowly in a high latitude, because more time 
and labor are required to provide the means of shelter for man and 
the animals suited to human sustenance from the severity of its 
winter climate, — yet the civilization of the world has steadily ad- 
vanced northward. The dreary forests, and terrific climate of Gaul 
and Germany, were at one time the terror of the Roman legions ; 
and those regions of Europe, now richest and most densely popu- 
lated, were inhabited by barbarians at the time of Julius Caesar. 

The capacity of the human frame for labor is found to be greater 
in Maine, than in Massachusetts or any State, south or west of it. 
But it is also lound that our excess of labor, by an enforced attempt 
to encroach on the period of pleasurable toil, insisting on too many 
hours of daily labor, only diminishes the power of production. 



20 EUROPEAN AND N. A. RAILWAY COMPANY. 

When labor is under an organized system, ten hours a day in a cot- 
ton factory, or other workshop, yields greater results than a longer 
period of toll; because any weariness or diminution of physical 
strength is a draught upon capital. Hence the higher branches of 
industry, to be carried on with profit, must seek those regions of 
the earth, where physical exertion is a pleasure, and continuous 
labor invigorates rather than exhausts the human frame. 

Within the limits of Maine, we find not only all the attractions 
of natural scenery, but more of the sources of wealth than in any 
portion of the United States ; and with the exception of the Lower 
British Provinces of the continent. New Brunswick and Nova Sco- 
tia with every possible advantage to possess, — have coal in abund- 
ance, which we have not, and other mineral treasures in great pro- 
fusion. If under our government, or sharing our commercial sys- 
tem, they would soon rank among the most favored States of the 
Union. * 

Maine, with her extended and deeply indented seacoast, on the 
line of favoring winds ; her mountainous regions that distil in pro- 
fusion, the clear waters that swell its rivers, descending from high 
elevations, by circuitous courses in a succession of cascades to the 
ocean — and rich forests, and through a productive soil, may in time 
rival any region of the globe, in the extent of her manufactures and 
commerce. Its great and distinguishing natural feature is its water 
power, surpassing that of any section of the globe of equal extent. 
Our annual supply of moisture, the great agent in accomplishing the 
beneficent operations of nature, is uniform, beyond example. Rain 
falls with extraordinary regularity in the interior, from the eleva- 
tion of its mountain summits, within the reach of the atmosphere of 
the sea.* 

*A series of uniform observations in meterolcgy has been attempted for several years 
past, at different places in Maine, by instruments furnished at the expense of the State, 
procured from the Smithsonian Institute at Washington, viz : 

At Portland, by Henry Willis, Esq. At Steuben, by J. D. Parker, Esq. 

" Gardiner, by Hon. R. H. Gardiner. " Bluehill, by Rev. S. H. Merrill. 

" Carmel, by John J. Bell, Esq. " Cornish, by G. W. Gubtill, Esq. 

" Perry, by W. D. Dana, Esq. " Fryeburg, by Geo. W. Barrows, Esq. 

Mr. Willis has published full reports of three daily observations of the Baromter, the 
Thermometer, the Psychrometer, and the Raingauge, All these facts, including the 



MEMOKIAL OF JOHN A. POOR. 



21 



The drought of Kansas the past year, and the scarcity of water 
in the upper Missouri, are the result of unfailing natural laws, 
which must forever render the entire region, east of the Rocky 
Mountains, and lying west of the 98th parallel of latitude, or about 
the west line of Minnesota, subject to periodical famine.* 

The march of civilization northward, though steady and unchang- 
ing, has always been slow ; while at the same time it was obvious 
to the most common observer that a warm climate was unfavorable 
to health, for a large portion of each season, every year witnesses 
the rapid increase of western and southern travellers to the sea- 
board of New England during the summer months, and a large 
part of the incomes of the wealthier classes at the south and the 
west, is spent away from their homes. It is impossible for any race 
of men to accomplish the same physical or mechanical results in a 
warm climate, as in a cool, bracing one. The ship-builders of Maine, 
transported to Virginia, cannot compete with those left at home, 
though the latter are subjected to the additional expense of transport- 
ing timber for their ships from Virginia to Maine. 



fall of rain and snow, thunder storms, frosts, aurora, meteors, gales, &c., are transmitted 
monthly to the Smithsonian Institute at Washington, and published, or an abstract of 
them given. The mean annual temperature at Portland for 38 years, has been 43.21. 



The amount of rain and snow on a level in Portland in 1837 


, was 47 inches; in 1858, 


43 inches; in 1859, 43 inches; in 1860, 33 inches. 


We give the average amount of rain and snow in several places in this country and 


in Europe: 


Cambridge, Mass., ..... 38 


Marietta, Ohio, 






41 


Cincinnati, " . 






47 


St. Louis, Mo , 






32 


Philadelphia, Pa., 






45 


Providence, R. I., 28 years, 






40 


London, 






. 23 or 24 


Liverpool, 






34 


Rome, 






36 


Eastern France, . 






22 


Western France, . 






25 


British Islands, . 






32 


Central Germany, 






20 


St. Petersburg, 






16 


Returns from various places in Maine published by the Smithsonian Institute, show 


an average of 42 to 43 inches. 



* Essay on Meteorology in its connection with Agriculture, by Prof. Henry, Secretary 
of the Smithsonian Institution: Patent Office Report, Agriculture, 185G, p. 455, 492. 



22 EUROPEAN AND N. A. RAILWAY COMPANY. 

If Maine to-daj was an independent government, if her millions 
of revenue paid into the national treasury were applied to the de- 
velopment of her own resources, she might defy the competition of 
the world. 

What Maine imperatively needs at this time, is a minute and ac- 
curate knowledge of the geological structure of the northern and 
eastern portions of the State ; and it is matter for regret, that Maine 
has no geological map, showing its resources and the characteristics 
of the soil. Those sheets of Greenleaf's Map of Maine, on which 
Dr. Jackson noted the result of his explorations, and which were 
expected to accompany his final report, were never published or re- 
turned to the State Library, on the abrupt termination of his labors, 
in 1838, after he had explored a large portion of the State. 

Had Dr. Jackson prepared something like a general view of the 
geological features of the State, and their relations to those of the 
neighboring Provinces, in the form of a geological map, the State 
would, we th,ink, have continued the necessary appropriations to 
have completed the full survey. To obtain, therefore, an adequate 
idea of the capabilities of northern Maine, or of its geology, we 
must resort to the various publications that treat upon the geology 
of the neighboring States and Provinces, connecting the facts thus 
obtained with those furnished in the unfinished work of Dr. Jack- 
son. The most valuable are, the Reports of Sir William Logan, on 
the geology of Canada ; of Prof Johnston on the Agriculture of 
New Brunswick, with the accompanying geological map by Dr. 
Robb ; the more valuable work of Prof Dawson, on Acadian Geol- 
ogy ; and Dr. Jackson's partially finished geological survey of New 
Hampshire. 

Maine, specifically examined, is the geographical centre, and 
southeastern slope of that section of the continent which is embraced 
in the Acadian system of geology, which is understood to include 
the great peninsula south of the St. Lawrence and east of Lake 
Champlain, containing about 150,000 square miles of territory. 
That ridge of mountains which extends in a northeasterly direction 
from the Gulf of Mexico, 100 or 200 miles distant from the Atlan- 
tic coast, known as the Appalachian chain, sometimes called the 
Alleghany system, and gives character to the geography of the sea- 
board States, is cut through by the waters of the Hudson and 



MEMORIAL OF JOHN A. POOR. 23 

Lake Cbamplain, separating the Acadian Peninsula from the resi- 
due of the continent. The distance from the mouth of the Hudson 
at New York to the St. Lawrence at Sorel, following the water- 
courses, is 387, or in round numbers, about 400 miles. The great- 
est elevation is only 141 feet above tide-water, and the northern 
canal from the Hudson into Lake Champlain has changed this pen- 
insula into an island, the condition in which it formerly existed. It 
was originally called New England, from the belief of the early 
settlers that it was an island, like Old England. 

Maine occupies the southern and eastern slopes of this Acadian 
peninsula, whose axis of elevation is found upon that elevated rido-e 
where the waters of the Connecticut, the St. Francis, the Chau- 
diere, the Androscoggin, the Kennebec, the Penobscot, and the St. 
John, severally take their rise. The White Mountains at the south- 
west of the axial ridge, a,nd Katahdin at the east of intrusive rock, 
are out-crops on the sides, and not the axial ridge itself Dr. 
Jackson, in his report on the geology of New Hampshire, must 
have taken only a partial view of this peninsula region, if he would 
be understood as asserting that the White Mountains are the axis of 
elevation. The more recent surveys for railway purposes, between 
the sea-coast of New England and the St. Lawrence, the running 
of the boundary line under the Treaty of Washington, the explora- 
tion of the St. John basin, and the now existing knowledge of Aca-* 
dian geology derived from the works of Sir Wm. Logan and Prof. 
Dawson, enable us to deduce some general results determining the 
geology and characteristics of Maine. 

The Acadian Mountains, which include the entire group east of 
Lake Champlain and between the St. Lawrence and the sea crop 
out, into lofty, granitic, isolated peaks on the southern slope, from 
Mount Washington to Katahdin, a distance of 120 miles. The 
granite is chiefly found between the sources of the Connecticut and 
the St. John, extending southward toward the Atlantic shores : 
Mount Washington reaching an elevation of 6.285 feet; Katahdin 
rising 5,325 feet above the level of the sea. Various peaks of 
lesser height rise between these. The general elevation of this axial 
ridge, between the sources of the Connecticut and the St. John, is 
from 2,000 to 3,000 feet. There is only a single depression, less 
than this, between Arnold's river and the Kennebec, where the 



24 EUROPEAN AND N, A. RAILWAY COMPANY. 

ridge sinks down to 1,554 feet above tide water. Lake Umbagog, 
the lowest of the lakes that form the chief source of the Andros- 
coggin, fifty miles from the boundary, was found to be 1,258 feet 
above the level of the sea, by actual measurement, while surveying 
for the line of the Montreal Railway. The upper lakes of the 
Androscoggin basin are several hundred feet higher than Umbagog. 

This Alpine region, extending from the White Mountains to Ka- 
tahdin, has a direction north of east, in the same general line as the 
sea-coast, for over one hundred and twenty miles. North, it slopes 
to the St Lawrence; south, to the Atlantic shore; east, it drops 
off into the St. John basin ; west, it is cut through by the waters 
of the Connecticut ; to the west of which is the Green Mountain 
range, continued in the Katahdin hills, which slope down toward 
Long Island Sound ; south and west it falls off into Lake Cham- 
plain and the valley of the Hudson. 

Minerals of great economic value are found on every side at the 
bases of this granitic region. Iron ore of the finest quality is found 
at the extreme southwest, in Salisbury, Conn., near the western 
base, at Franconia ; at the northeast, in Linneus, and in other sec- 
tions of the St. John basin. Copper ore is abundant at Leeds and 
Acton, in Canada ; and the same rock formation continues to Gaspe 
Bay, and around the northeast base of Katahdin, where copper 
indications are found. Marbles and sand-stones abound in the val- 
leys of Lake Cham plain, on the sea-coast of eastern Maine, and in 
the St. John basin, extending into New Brunswick. Coal is found 
in abundance in Nova Scotia, and coal measures, yet unworked, 
abound in New Brunswick. These Provinces form, in some re- 
spects, a separate geological district, distinguishable from the residue 
of the Acadian Peninsula, by a remarkable development of their 
carboniferous and red sand stone systems. Shales are found at 
Perry, in our State, but its geological structure precludes all hope 
of finding coal, except possibly in the basin of the Saint John. 
The geology of Maine is, therefore, easily defined in its leading 
Q^Hlines, though its economical characteristics, are as yet but little 

kno\v"'^' 

The /^ranite formation determines the character of the soil for the 

western po.^*'^*^^ ^^ ^^^ State, which is drained by the Saco and the 

Androscc^f^iu • Granite is found on the west branch of the Penob- 

DO 



MEMORIAL OF JOHN A. POOR. £5 

scot, thougli the slate which forms the southern side of the great 
St. John basin extends around the base of Katahdin. Slate is 
found in abundance, suitable for working, in the lower part of the 
Piscataquis valley. The best of roofing slates are quarried at 
Brown ville.* Iron ore is abundant ten miles northeast of the 
Brownville slate quarries ; and extensive works have been erected 
for its manufacture. The following is a list of the metalic and 
mineral treasures, best known and of most economic value, already 
discovered within our territory : 

I. Metals and their ores. Iron Ore, Bog Iron Ore, Zinc Ore, 
(Blende,) Lead Ore, (Galena,) Copper Ore. 

II. Minerals requiring more comjdicated chemical treatment 
to fit them for use. Uran Ochre, Chromic Iron, Wad or Earthy 
Mangnese, Iron Pyrites, Solomite, Magnesite. 

III. Mineral Paints. Iron Ochre, Barytes, Soapstone, Phos- 
phate of Iron, 

IV. Materials applicable to jewelry. Jasper, Ribbonned Cherf. 

V. Minerals for glass-making. White Marty Sandstones. 

VI. Refractory material. Soapstone, Plumbago. (Black Lead,) 
Asbestos. 

VII. Mineral Manures. Phosphate of Lime, Fresh Water 
Shell Marl. 

VIII. Grinding and Polishing materials. Whet-stones, Mill- 
Stone Bock, Tripoli Earth. 

IX. Materials aj)plicable to common and decorative construc- 
tion. Roofing Slates, White Granite, Limestone, Hydraulic Lime- 
stone, Serpentine, Marble, Clay for brick-making. 

X. Peat. 

According to the IT. S. census for 1850, the manufacture of Clay 

* The slate quarries of S. E. Crocker, Esq., in Brownville, commenced in 1845, em- 
ploy forty to fifty men in making roof slate, producing about 10,000 squares annually. 
They also have a steam engine and machinery for sawing and planing slabs, mantles, 
tables, &o. 

The quarries of A. H. Merrill, Esq., in Williamsburgh, employ twenty-five hands, 
principally in making roof slate. 

These slates have been introduced into the Atlantic cities, and found equal, if not 
superior to Welsh state, or that of any other locality. The high cost of transport by 
teams, is the only drawback to their large production. With a railway communication 
to tide water at Bangor, forty miles, this slate would supply the entire demand for the 
Atlantic cities. 

4 



26 EUROPEAN AND N. A. RAILWAY COMPANY. 

Bricks in Maine in 1850, employed |46,020 of capital, and 324 
laborers, costing $88,788, yielding an annual product of |116,016. 
The manufacture of Lime employed $266,849 capital, 396 hands, 
costing for labor $149,136, yielding an annual product of $374,- 
173. The stone and marble quarries numbered 62; capital em- 
ployed, $141,144 ; hands employed, 489 ; cost of labor, $179,544 ; 
value of product, $327,401. Slate quarries, 2 ; capital employed, 
$55,000; hands employed, 23; cost of labor, $6,072; product, 
$7,666. These branches of manufactures can be largely increased ; 
some of them indefinitely extended. 

The fact that the soil of the earlier settled portions was granitic 
in character, has caused the common belief that the soil of the State 
is generally sterile and unsuited to the growth of wheat. But it is 
found that in much the larger portions of the State, slate and lime- 
stone predominate ; and the whole basin of the St. John, and por- 
tions of the Penobscot and the Kennebec are well suited to wheat 
culture.* 

The labors of our people have been chiefly directed to the more 
common pursuits of agriculture, lumbering, ship-building and fishing. 
With the increase of wealth and population, our mines have been 
slightly developed, and some progress made in manufactures. Our 
ability to manufacture for the whole continent has been sufficiently 
shown already, and the question now arises, how can we make our 
manufacturing facilities available ? There is sufficient water on the 
Saco, the Presumpscot, and the Androscoggin, to turn all the cotton 
mills of the British Isles. The question for the American statesman 



* The intelligent English traveller and writer, Russell, in his late work on the Agri- 
culture of the United States, puts down on his grain chart the St. John basin, as the 
only section of the Atlantic slope, suited to the growth of wheat, east of the Allegha- 
nies. This great basin has all the qualities and characteristics of soil, of the St. Law- 
rence basin, being of secondary formation, slate or limestone, and eminently suited to 
the growth of cereals, potatoes, and root crops. Its climate is milder than that further 
south, from its generally level character and the absence of high mountains. The St. 
John is the largest river emptying into the Atlantic between the St. Lawrence and the 
Mississippi, its basin embracing over 25,000 square miles. The trade of this region 
naturally flows into New Brunswick, though the most valuable portion of the territory 
lies in Maine. A railway from Bangor to Woodstock or the St. John would draw the 
bulk of the trade of the St. John to Bangor. Heretofore it has been regarded as chiefly 
valuable for its lumber. It is more valuable for the purposes of agriculture than the 
valley of the Genessee. 



MEMORIAL OF JOHN A. POOR. £7 

to answer is, " Shall we export our great staples, to enrich foreign- 
ers, or shall we weave them at home ?" It was this question Sir 
Walter Raleigh proposed to the British public, nearly three centu- 
ries ago, and the statesmen of this day point, in answer, to the 
statistics of British industry. 

The men who govern England are the wisest of their time, though 
the mass of the population is not so well educated as our own. 
Their policy is to buy raw materials, cheap for cash, convert these 
materials into manufactures, and sell these manufactures, on credit, 
all over the world. The manufacturers of the British Isles pay from 
2 to 3 per cent, per annum for the use of capital ; those of the 
United States, under our system of currency, pay on an average 
more than four times the price of money in England. Her cheap 
capital goes all over the world, seizing hold of all the more valuable 
products, mines and raw materials of every land, which are trans- 
ported to England in a crude state, and turned into the home work- 
shops. Hence they re issue, vastly enhanced in value, to absorb 
the wealth of other nations. The cotton of India is taken up by 
British capitalists, transported half the circumference of the globe 
to the mills of Glasgow or Manchester, converted into fabrics, re- 
shipped to their place of export, and sold to the lords of the soil, 
cheaper than these last can produce them with their own rude ma- 
chinery, and the price of labor merely nominal. In the same way 
are take up the cotton of the Southern States, the wool of Brazil, 
and raw silks of China and Hindostan, and returned, wrought into 
every variety of fabric and costume. These goods are exchanged 
for raw materials, or sold on credit, and the slightest disturbance of 
trade causes at once a flow of specie to London, as the centre of the 
commercial system of the world, unless there is a demand for food 
or raw materials, to meet this indebtedness, as in the present year, 
from the short bread crops of 1860. The cotton fabrics of England 
are enhanced over 500 per cent, in value before export; and the 
price of iron manufactures is often from 10 to 10,000 times the 
value of the iron in a crude state. The following table shows the 
imports of raw materials for textile fabrics into Great Britain : 

/ 



28 



EUROPEAN AND N, A. RAILWAY COMPANY. 



1835, 
1840, 
1845, 
1850, 
1855, 
1856, 
1857, 
1858, 



Hemp, 
lbs. 

72,352,200 
82,971,700 
103,416,400 
119,462,100 
136,270,912 
142,613,525 
169,004,562 
184,316,000 



Flax, 
lbs. 

81,916,100 
139,301,600 
159,562,300 
204,928,900 
145,511,437 
189,792,112 
209,953,125 
144,439,332 



Silk, 
lbs. 

4,027,649 
3,860,980 
4,866,528 
5,411,934 
7,548,659 
8,236,685 
12,718,867 
6,635,845 



Wool, 
lbs. 

41,718,514 

50,002,976 

76,813,855 

74,326,778 

99,300,446 

116,211,392 

129,749,898 

127,216,973 



Cotton, 
lbs. 
326,407,692 
531,197,817 
721,979,953 
714,502,600 
891,751,963 

1,023,886,304 
969,318,896 

1,076,519,800 



This table gives only, the imports from foreign countries^ and 
does not include the home production of wool ; or the chief produc- 
tion of Ireland, the flax-crop. The value of the British cotton 
manufactures in 1857, was estimated at $430,000,000, of which 
more than one half was exported to foreign countries. The fol- 
lowing table shows the amount of cotton goods imported into the 
United States : 

1853, .... $26,412,243 



1854, 

1855, 
1856, 
1857, 
1858, 
1859, 



32,477,106 
15,742.923 
24,337,504 
28,114,924 
17,574,142 
26,026,140 



The growth of the cotton manufactures is the most remarkable 
fact in the history of civilization.* In 1764, the imports of cotton 

*"The word cotton, which is adopted in all the modern languages of Europe, is 
derived from an Arab word. The origin of the use of fabrics made from this article 
dates very far back. In the time of Herodotus, all the Indians wore them; in the first 
centuries before Christ, there were manufactories of cotton tissues in Egypt and Arabia, 
but the Greeks and the Romans do not appear to have used them much. The Chinese 
did not commence cultivating the cotton plant until after the conquest of the Tartars in 
the thirteenth century, and at that same period cotton tissues formed an important 
article of commerce in the Crimea and southern Russia, whither they were brought from 
Turkistan. From the tenth century, the Arabs had naturalized the cotton plant in 
Spain; and in the fourteenth, the eottonades of Granada surpassed in reputation those 
of the East. The manufacture of cotton goods in Italy dates as far back as the com- 
mencement of the fourteenth century, the first establishments being at Milan and 
Venice. It is presumed that there were at that period manufactories for cotton goods 
in England, as Deland, who lived in the time of Henry VIII., speaks of some being at 
Bolton-on-the-Moor, and an act of Parliament of 1552, under Edward VI., mentions the 
cotton tissues of Manchester, Lancashire, and Cheshire. The cotton manufacture did 
not acquire any importance in France until 1787, when the French Government estab- 
lished spinning machines at Rouen; but it was not, however, until under the Empire, 
that this branch of industry beGa:me flourishing." 



MEMORIAL OF JOHN A. POOR. 29 

into England, were 4,000,000 pounds; in 1780, 7,000,000; in 
1790, 30,000,000; in 1800, 50,000,000; in 1815, 99,000,000; 
in 1820, 152,000,000; in 1825, 229,120,000 ; in 1830, 266,000,- 
000; in 1835, 364,000,000; in 1840, 592,000,000; in 1845, 
722,000,000; in 1849, 775,000,000; in 1857, 1,034,342,000. 

In 1800, the cotton crop of the United States was 35,000 bales; 
in 1820, 509,158; in 1825, 569,240; in 1830, 996,845; in 1835, 
1,254,328; in 1840, 2,177,855; and in 1850, 2,096,706. 

The following table shows the amount shipped from the southern 
ports of the United States, and the consumption in the United 
States, north of Virginia : 





Cotton shi[ 


)ped. Consumed i 


in U. S. 


1850, 


2,096,706 bales. 613,498 bales. 


1851, 


2,355,257 


485,614 


u 


1852, 


3,015,029 


699,603 


'' 


1853, 


3,262,882 


803,725 




1854, 


2,930,027 


737,236 




1855, 


2,847,339 


706,452 




1856, 


3,527,845 


• 770,739 




1857, 


2,939,519 


819,936 




1858, 


3,113,962 


595,562 




1859, 


3,851,481 


927,651 




1860, 


4,675,770 


978,043 




Cotton exported in I860, to 






Great Britain, 


2,669,432 




France, 


. 


589,587 




North of Europe, 


295,072 




Other foreig] 


a. ports, . 


- . 220,082 




The value of the cotton exported for the last eleven years, as 


shown bj the returns of commerce and navigation of the United 


States, is as follows 


; 










Value. Av. price per lb. in cts. 


1850, 




71,984,616 


8. 


1851, 


112,315,307 


12.10 


1852, 




87,965,732 


8.05 


1853, 


109,456,404 


9.85 


1854, 




93,596,220 


9.47 


1855, 




88,143,844 


8.74 



30 



EUEOPEAN AND N. A. RAILWAY COMPANY. 



1856, 
1857, 
1858, 
1859, 
1860, 



128,382,351 
131,675,859 
131,386,601 
161,434,923 

191,806,558 



The production of cotton in each State, 
of 1850, was as follows 
Alabama, 
Georgia, 
Mississippi, 
South Carolina, 
Tennessee, 
Louisiana, 
North Carolina, 
Arkansas, 
Texas, 
Florida, 
Virginia, 
Kentucky, 
Illinois, 
Indiana, 



10.37 

12.84 
12.50 
12,12 
12. 
as shown by the census 

564,429 bales. 

499,091 

494,774 

300,901 

192,635 

163,034 

98,028 

64,987 

57,945 

45,078 
3,947 
1,669 



2,484,531 

According to the census of 1850, the number of cotton manufac- 
tures established in the United States, was 1,074 ; capital employed, 
$76,032,578 ; cost of material, $37,778,064— employing 35,295 
male, and 62.661 female laborers; or a total of 97,956 persons; 
cost of labor, $17,267,112; value of product, $65,501,687. 

The value of cotton manufactures as given in the United States 
Census in each State in 1850, was as follows : 







,— Hands 


employed. — . 




Value. 


Male. 


Female. 


Massachusetts, 


21,394,401 


9,592 


20,844 


'New Hampshire, 


8,861, U9 


2,915 


9,235 


Ehode Island, 


6,495,9t2 


4,84t 


5,901 


Pennsylvania, 


5,812,126 


4,283 


4,374 


New York, 


5,019,323 


3,379 


5,499 


Connecticut, 


4,122,952 


2,665 


3,313 


Maine, 


2,630,616 


849 


3,072 



MEMORIAL OF JOHN A. POOR. 



31 



Maryland, 


2,021,396 


1,212 


2,035 


Virginia, 


1,446,109 


1,151 


1,578 


Georgia, 


1,398,056 


816 


1,291 


New Jersey, 


1,289,648 


739 


1,299 


North Carolina, 


985,411 


492 


1,372 


South Carolina, 


842,440 


436 


676 


Ohio, 


594,204 


268 


434 


Delaware, 


538,439 


413 


425 


Tennessee, 


508,481 


316 


592 


Kentucky, 


445,639 


210 


316 


Alabama, 


398,585 


349 


397 


Vermont, 


280,300 


123 


207 


Missouri, 


142,900 


75 


80 


District of Columbia, 


100,000 


41 


103 


Indiana, 


86,660 


QQ 


79 


Florida, 


49,920 


28 


67 


Mississippi, 


22,000 


16 


14 


Arkansas, 


17,000 


14 


18 



$65,501,687 35,295 65,661 

The exports of cotton goods, the products of our own manufacto- 
ries, have been as follows : 



1847, . 








$10,351,364 


1848, . 








12,774,480 


1849, . 








11,249,877 


1850, . 








15,196,451 


1851, . 








20,136,967 


1852, . 








18,862,931 


1853, . 








22,599,930 


1854, . 








26,849,411 


1855, . 








28,833,299 


1856, . 








30,907,992 


1857, . 








30,805,126 


1858, . 








27,641,208 


1859, . 








31,579,008 


1860, . 








85,455,644 



The American people are fond of comparing their progress in 
population, commerce, tonnage, miles of railroad and material de- 
nts, with that of the British isles. And the picture is, in 



32 EUROPEAN AND N. A, RAILWAY COMPANY, 

most particulars, flattering to our national vanity. Their popula- 
tion in 1851, was 27,452,262; that of the United States in 1850, 
23,196,876. In numerical population, the United States have 
surppssed them already, reaching in 1860, 31,274,856. In free 
white inhabitants the two are nearly equal. The free population of 
the United States, by the census of 1860, is 27,496,856. Our 
commercial marine was 5,145,037 tons in 1859, to 4,269,107 tons 
of theirs.* In miles of railway in operation, we exceed them, by 
more than three times their amount. At the end of the year 1860, 



* Peogress of British Shipping — Rapid Increase. of Steam Tonnage. — The Liver- 
pool Mercury presents the following review of the shipping interest of Great Britain: 

It appears from a return just laid before Parliament that ti-e number of British 
registered vessels employed in the home and foreign trade, has increased from 17,828 
in the year 1855, to 19,570 in the year 1859; that the tonnage has increased from 
3,990,170 tons to 4,269,109 tons, and that the number of men employed exclusive of 
masters, has increased from 168,537 in 1855 to 172,506 in 1859, There is therefore, a 
considerable increase of vessels, tonnage and seamen employed in 1859, but that year 
is not the best of the series, for in 1858 the number of vessels was 20,071, the tonnage 
was 4,325,242, and the number of men employed was 177,832. The pressure on the 
shipping interest, which was no doubt very severe in the year 1859, although somewhat 
diminished in 18C0 was the cause of the difference. There are fluctuations from year 
to year, but always a considerable increase if a period of four or five years is taken. 

It appears however, from this return, that a gre.it change is taking place in the pro- 
portions between the steam and sailing vessels of this country. As regards the sailing 
vessels the increase is only from 3,701,214 tons in 1856 to 3,879,592 in 1859; whilst in 
steam vessels the increase in that period is from 288,956 tons to 389,515. This, it will 
be seen is a very much more rapid rate of increase. The tendency in the British mer- 
cantile marine is very strong to substitute the rapid and regular power of steam for the 
baffling and uncertain power of wind, and this tendency will become still stronger if 
the experiments which have been tried by the Pacific Ocean Steam Navigation Company 
in economizing fuel should be as successful as they are expected to be. According to 
statements made with regard to the result of these experiments, the saving of fuel is 
from one-half to two-thirds. 

The increase in the tonnage of the sailing vessels employed in the home trade is from 
691,128 to 777,422 tons, whilst the increase in the tonnage of steamers employed in the 
home trade is from 57,415 to 90,867 tons. There is no increase, but a decrease from 
210,114 to 132,768 tons, in British vessels employed partly as home-trade ships and 
partly as foreign-going ships, whilst in steam vessels engaged in that trade there is an 
increase from 12,562 tons to 21,123 tons. In foreign-going ships the increase in sailing 
vessels is from 2,799,972 tons to 277,527 tons. The total increase in sailing vessels is 
thus from 3,701,214 tons to 3,879,592 tons, whilst the increase in steam vessels is from 
288,956 to 388,517 tons. 

A increase of 100,000 tons of steam shipping is equal to more than an increase of 
200,000 tons of sailing shipping, whether we consider the cost of construction or the 
power of navigation. 



MEMORIAL OF JOHN A. POOR, 



33 



the United States had 31,168 miles of railway in operation, costing 
$1,177,993,818, or $37,500 per mile— to 9,140 miles in all the 
British Isles, costing $1,627,102,594, or $179,000 per mile. The 
following table shows the amount of tonnage built and owned in the 
United States, the past ten years : 

Tonnago built. 

1849, . . . 256,5n 



1250, . . . 272,218 

1851, . . . 298,203 

1852, . . . 351,493 

1853, . . . 425,572 

1854, . . . 535,616 

1855, . . . 583,450 

1856, . . . 469,393 

1857, . . . 378,804 

1858, . . . 242,286 

1859, . . . 156,602 

The following table shows the exports and imports of the United 
States for the last ten years, the population of the country, and the 
consumption per capita of foreign goods : 



Tonnage owned. 

3,334,015 

3,535,454 
3,772,439 
4,138,440 
4,407,010 
4,802,902 
6,212,001 
4,871,652 
4,940,848 
5,049,808 
5,145,037 





Exports — value. 


Imports — value. 


Population. 


Ratio. 


1850-1, 


218,348,000 


216,224,932 


23,887,767 


8.02 


1851-2, 


209,658,000 


212,945,442 


24,604,395 


8.00 


1852-3, 


230,976,000 


267,978,647 


25,342,526 


10.00 


1853-4, 


278,241,000 


304,562,381 


26,102,801 


10.00 


1854-5, 


275,156,000 


261,468,520 


26,885,888 


8.79 


1855-6, 


326,964,000 


314,639,942 


27,692,461 


10.88 


1856-7, 


362,960,000 


360,890,141 


28,523,234 


11.82 


1857-8, 


324,644,000 


282,613,150 


29,378,901 


8.50 


1858-9, 


356,689,000 


338,768,130 


30,270,268 


10.46 


1859-60, 


400,167,000 


361,797,209 


*31, 714,635 


11.52 


^POPTTLATION OP THE UNITED STATES. 








Fr&e States. 


1850. 


I860. 


Increase. 


Ratio of inc. 


Maine, 


583,235 


628,000 


45,365 


7.8 


New Hampshire, 317,976 


326,072 


8,096 


2.5 


Vermont, 


314,120 


315,827 


1,607 


0.5 


Massachusetts, 


994,514 


1,231.697 


237,183 


23.7 


Rhode Island, 


147,545 


174,621 


27,166 


18.4 


Connecticut, 


370,792 


460,670 


89,878 


24.2 


New York, 


3,097,394 


3,851,563 


754,169 


24.3 


New Jersey, 


489,555 


676,034 


86,479 


17.8 



34 EUROPEAN AND N. A. RAILWAY COMPANY. 

But on looking at the tables of British commerce; their superior- 
ity is at once apparent. The following shows the value of British 
imports and exports in sterling currency : 

Exports. Imports. 

1855, . . . £116,691,300 £143,342,850 

1856, . . . 139,220,358 172,544,154 
1851, . . . 145,569,002 187,646,335 

The apparent excess of imports over exports is a curious illustra- 
tion of the system of valuation, and a fictitious rather than a real 
measure of value. To the export price must also be added profits. 



Population of the 


United States, {Continued.) 








1850. 


1860. 


Increase. 


Ratio of inc. 


Pennsylvania, 


2,311,786 


2,916,018 


604,232 


26.1 


Ohio, 


1,989,329 


2,377,917 


397,588 


20.1 


Indiana, 


988,416 


1,350,802 


362,382 


36.7 


Illinois, 


851,470 


1.691,233 


839,763 


98.6 


Michigan, 


397,654 


754,291 


367,637 


92.2 


Wisconsin, 


305,391 


768,485 


463,094 


118.9 


Iowa, 


192,122 


682,002 


489,880 


254.9 


Minnesota, 


6,077 


172,793 


166,601 


2690.5 


Oregon, 


13,294 


52,556 


39,252 


295.2 


California, 


92,597 


384,770 


292,173 


315.5 


• Kansas, 


- 


143,645 


- 


- 


Total, 


13,454,382 


18,959,596 


5,505,314 


40.8 


Slave States,— 


-Non-Cotton States. 








Delaware, 


91,532 


112,353 


20,821 


22.7 


Maryland, 


583,034 


731,565 


148,531 


25.3 


Virginia, 


1,421,661 


1,593,199 


171.536 


12,6 


North Carolina, 


869,039 


1,088,342 


219,303 


25.1 


Kentucky, 


982,405 


1,159,609 


177,204 


18. 


Tennessee, 


1,002,717 


1,146,540 


143,823 


14.3 


Missouri, 


682,044 


1,231,697 


549,653 


80.6 


Arkansas, 


209,897 


331,710 


121,813 


57.1 




5,842,329 


7,395,015 


1,552,686 


26.5 


Cotton States 










South Carolina, 


668,507 


715,371 


46,864 


7. 


Georgia, 


906,185 


1,082,797 


176,512 


18.3 


Alabama, 


771,623 


995,917 


224,294 


29. 


Florida, 


87,445 


145,694 


68,249 


78. 


Mississippi, 


606,326 


887,158 


280,832 


46.3. 


Louisiana, 


517,762 


666,431 


148,769 


28.9 


Texas, » 


212,592 


600,955 


387.363 


182.2 




3,770,440 


5,094,323 


1,323,883 


35.1 



Total, 9,612,769 12,489,338 2,876,569 29. 



MEMORIAL OF JOHN A. POOR. 



35 



freight, insurance and commissions. The real value of the exports 
of the imperial government is estimated at over $1,000,000,000 for 
the past year. 

The preceding figures and tables show that, while the United 
States have increased more rapidly than the British Isles, in popu- 
lation, ship building, commercial tonnage and miles of railway, other 
facts must be given showing that they have not kept pace with them 
in the growth of manufactures, especially cotton, though producing 
the raw material, and having facilities for its manufacture in far 



Slave Population. 


1850. 


1860. 


, Ratio of s 








Decrease 


. Increase. 


Delaware, 


2,290 


1,805 


21.5 


_ 


Maryland, 


90,368 


85,382 


5.5 


- 


Virginia, 


472,528 


495,826 


- 


4.9 


North Carolina, 


288,548 


328,377 


- 


13.7 


South Carolina, 


384,984 


407,135 ■ 


- 


5.9 


Georgia, 


381,682 


467,400 


- 


25.1 


Florida, 


39,310 


63,846 


- 


62.4 


Alabama, 


342,844 


435,473 


- 


29.9 


Mississippi, 


309,878 


479,607 


- 


51.5 


Louisiana, 


244,809 


312,166 


- 


19. 


Arkansas, 


47,100 


109,035 


- 


152.7 


Texas, 


58,161 


184,956 


- 


236.7 


Kentucky, 


210,981 


223,490 


- 


6.7 


Tennessee, 


239,459 


237,112 


1. 


- 


Missouri, 


87,422 


115,619 


- 


32.3 




3,204,313 


3,999,853 




24.8 


Territories. 










District of Columbia, 


51,687 


75,321 






New Mexico, 


61,547 


93,024 






Nebraska, 


- 


28,893 


, 




Dakotah, 


- 


4,839 






Utah, 


11,380 


50,000 






Washington, 


- 


11,624 








124,514 


263,701 




Total population. 


23,191,151 


31,714,635 




Deduct slaves. 


3,204,313 


3,999,853 








19,887,838 


27,714,782 


Ratio of inc. 


Increase of population 


from 1850 to 1860, 




8,523,484 


36.7 


Increase of free population " 




7,826,944 


39.3 


Increase of slave population " 




795,640 


24.8 



3g EUROPEAN AND N. A. RAILWAY COMPANY. 

greater perfection and more abundant profusion. The details of the 
British cotton manufactures are of deep interest, and deserving of 
some notice, in this connection. 

England and Wales had, in 1850, 1,753 cotton factories ; 223,626 
looms; 19,173,969 spindles. In 1856, 2,046 factories; 295,590 
looms; 25,818,516 spindles. In 1858, there were in Lancashire 
alone, 1,480 factories; 360,000 looms ; 28,000,000 spindles; em- 
ploying 400,000 persons. And in England and Wales, 3,046 
factories; 700,000 looms; 56,000,000 spindles, employing, 800,000 
operatives. In Scotland, the cotton manufacture is of recent intro- 
duction, but its factories are of unrivalled beauty and fineness. 
The number of cotton factories in 1837, was 177. In 1850, there 
were 168 cotton factories; 1,683,078 spindles; 28,564 power 
looms; 36,325 operatives. In 1857, there 152 cotton factories; 
2,041,129 spindles ; 21,624 power looms, driven by 9,961 horse 
power, of which 7,641 was steam, employing 34,698 hands, of whom 
7,609 were males, and 27,089 females. 

In 1880, the consumption of cotton in the British Isles, was 
5,260,000 bales. Of this amount over one-half, or 1,183,800,000 
pounds, came from the United States, at a cost of $150,000,000. 
The manufacture employed 1,500,000 persons, and supported 6,000,- 
000 persons. The value of manufactured goods was $660,000,000, 
about one-half of which was exported to foreign countries. 

The capital invested in the cotton manufacture in 1858, was 
$525,000,000; 1860, rising $600,000,000. 

Valuable as is the cotton crop, as a means of wealth to England 
and her people, it constitutes but a small item in the aggregate of 
the productive power of the United States. The entire cotton crop 
of 1860 was worth 248,000,000. The other staples produced by 
the agricultural population in 1860, were as follows : 

Value. 

$450,000,000 

300,000,000 

225,500,000" 

60,000,000 

64,000,000 

Sugar, (pounds,) 700,000,000 40,000,000 



Products. 


Bushels. 


Corn, 


750,000,000 


Hay, (tons,) 


25,000,000 


Wheat, 


205,000,000 


Potatoes, 


140,000,000 


Oats, 


160,000,000 



MEMORIAL OF JOHN A. POOR. 37 

Tobacco, - 30,000,000 

Other products, - 250,000,000 



Aggregate, $1,419,500,000 

Add to these the crops of lumber, coal and gold, and the aggre- 
gate value of our other raw materials is seven times greater than 
that of cotton. 

There can be no doubt that the increase of the cotton manufac- 
ture of the world might have been chiefly confined to the United 
States, from 1846 to 1860, had the policy of our government 
favored it. The capital and the operatives might be easily trans- 
ported from the Severn or the Chyde to the Androscoggin or the 
Saco, but for legislation adverse to free labor. But the increase in 
the United States has been comparatively trifling in amount. The 
census returns of 1860 are not yet published, but by the valuation 
statistics of Massachusetts, the increase of cotton looms, as re- 
ported to the Valuation Committee, was only from 32,539 in 1850, 
to 41,999 in 1860; of spindles, from 1,220,752 in 1850, to 1,694,- 
949 in 1860. The increase in Maine has been in a greater ratio, 
but not in other States. 

The United States produce at this time all the most valuable raw 
materials that enter into manufactures, or are suitable for human 
sustenance ; and it would be far better to invite to our shores the 
skilled labor of Europe, and the most highly cultivated of its citi- 
zens and mechanics, in place of the ruder forms of emigration. 
Instead of this, we have seen the price of labor advance in the 
British Isles, by the opening our markets to the productions of 
their workshops. The following table shows the average wages in 
the Manchester District in 1839, when the hours of work were 
11 1-2 hours per day, with the present 10 hour system in 1859 : 

Cotton Spinning — Weekly Wages, 

1839. 1859. 

Hours per week, 69 60 

Occupations. 

Engine tender, $5 81 $Y 26 

Warehouse boys, 1 69 1 94 

Warehouse men, 4 36 5 32 



1 69 


1 94 


2 66 


3 39 


1 45 


1 10 


1 57 


1 94 


81 to 4 36 


4 84 to 5 


1 94 


2 42 


1 69 


2 18 


91 


1 21 


2 42 


3 15 


5 81 


6 81 



38 EUROPEAN AND N. A. RAILWAY COMPANY. 

Scutchers, 

Skippers, 

Cardminders, 

Driving frame tenders, 

Spinners on self-acting mules, 

Piercers, 

Doublers, (women,) 

D offers, (girls,) 

Jobbers, 

Overlookers, 

Of the whole number of operatives, 19 per cent, are men, 50.2 
per cent, women, 6.6 per cent, boys, 24.2 per cent, girls. 

This increase in the price of labor in England has taken place 
within the last ten years. For the twenty-five years from 1825 to 
1850, there was a steady decline in the price of labor ; and by the 
aid of machinery and mechanical skill every manufactured article 
declined also in price, from the close of the European war, in 1815, 
till the new supply of gold and the increased production of cotton, 
within the last ten years, gave a new impulse to the manufacturing 
industry of Great Britain. 

Maine, in common with the whole United States, increased under 
that policy known as the American system, introduced by Mr. Cal- 
houn and others, soon after the close of the war of 1812. Had 
that policy continued till this time, much of the best population of 
Europe would have been transferred to our shores, and large 
amounts of its abundant capital planted upon the mill sites of New 
England and the Middle States. The compromise tariff of 1833 
gradually sapped the foundations of manufacturing industry, and 
public prosperity ; led our people into- those enormous importations 
of foreign goods, which carried ruin to thousands, and wide spread 
bankruptcy from 1837 to 1842. The exhausted condition of the 
National Treasury, caused a return to the principles of this system 
in 1842. Under that Tariff Act, public credit revived, individual 
and national prosperity returned, to be again weakened by the re- 
peal of that tariff in 1846. The unexpected discovery and vast 
supply of gold from California, postponed the enevitable revolution 
that followed the repeal of the Tariff Act of 1842 and the enact- 



MEMORIAL OF JOHN A. POOR. 39 

ment of the tariff of 1846, till 1857, the extent of our indebted- 
ness to Europe produced the panic and the bankruptcy of that 
year.* 

It is believed that large sums of money were contributed in Eu- 
rope to overthrow the tariff of 1842. Lists have been published 
in England, and this country also, without contradiction, of the 
sums raised for the purpose, showing that our public men were in- 
duced to legislate, or favor legislation favorable to foreign capital, 
and in opposition to domestic labor. It may be asserted, without 
fear of contradiction, that with the exception of the four years, 
from 1842 to 1846, the legislation of Congress from 1883 to this 
time, has been for the benefit of European capital, and against the 
industry, capital and labor of the United States. A return of the 
national government to the American system is, of all things, the 
most needed. In this system we would include the British North 
American Provinces. They are- in many respects situated like our- 
selves ; full of raw material and the means of wealth, requiring 
protection to home industry, against the competition of European 
labor ; and the introduction of capital into manufactures. 

Nothing can more clearly show the value of the principle of pro- 
tection, than the recent example of Canada. Regardless of the 
remonstrances of the Sheffield manufacturers, or of the intimations 
of the Colonial office, Canada passed a protective tariff, placing the 
Imperial government and the manufactures of England on an equal- 
ity with those of the United States, and all other countries. The 
effect was soon perceived in a transfer of manufacturing capital, 
from the United States into Canada. At the Provincial Exhibition, 
which was opened at Montreal, by the Prince of Wales and the 
Colonial Secretary, in August last, citizens of the American Re- 
public saw the productions of Canadian workshops, in every form 
of industry, precisely similar to those formerly made exclusively on 
this side of the line. The same hands had produced them ; the 

* It is a striking fact in the history of the country, that the currency of the United 
States was in the most perfect condition ever known, at the commencement of the year 
1846, just hefore the breaking down of the tariff of 1842. It appears by the returns of 
the banks for January 1, 1846, that the specie basis of the bank circulation was rela- 
tively greater than at any other period. The enlargements of the bank circulation 
Lad been followed by a still greater enlargement of the specie in the banks. 



40 EUROPEAN AND N. A. RAILWAY COMPANY. 

same capital was employed ; but our citizens had quietly withdrawn 
that capital and that skilled labor across the frontier. 

A similar policy, wisely adapted to American necessities, will 
enable us to recall these, or to bring capital and a full supply of 
operatives from England and Scotland, to occupy our water powers, 
and develop our mineral treasures in Maine. 

It is due to truth to state, that Maine threw away the golden 
opportunity, by her illiberal policy for many years, and during all 
that period when the protective policy of the nation would have 
been most valuable to her. But fortunately, the disastrous results 
of this shortsightedness, have worked a radical change of opinion, 
and all classes now favor the policy of encouraging home manufac- 
tures. But a different sentiment prevailed then in other States, 
and they secured the capital, thus seeking investment in manufac- 
tures. 

Those manufactures of Massachusetts and New Hampshire, which 
Maine rejected, were chiefly planted before the breaking down of 
the American system. Maine was opposed to this system, but its 
results are shown in the relative increase of the two States, of 
Maine and Massachusetts, from 1820 to 1860 : 

Maine. Massachusetts. 





Population. 


Increase. 


Ratio. 


Population. 


Increase. 


Ratio. 


1790, 


90,520 






378,717 






1800, 


153,n9 


5Y,199 


57 


423,245 


44,528 


11 


1810, 


228,705 


U,986 


60 


472,040 


48,725 


11 


1820, 


298,335 


69,630 


30 


523,287 


51,247 


10 


1830, 


399,995 


101,660 


33 


610,408 


87,121 


16 


1840, 


499,920 


99,925 


26 


737,699 


127,221 


20 


1850, 


583,190 


83,290 


16 


994,514 


256,815 


34 


1860, 


628,600 


45,365 


7 8-10 


1,231,497 


236,983 


24 



Massachusetts has changed places with Maine, in the rank of 
progressive States, and actually draws from us our native popula- 
tion, to swell her numbers and her industry. The increase of Maine 
has fallen below that ever known in Massachusetts, at the lowest 
stages of depression, if we may rely on the disclosures of the recent 
census. Assuming the correctness of the foregoing premises, which 
no one probably will call in question, the inquiry arises. Can the 
Legislature of Maine do anything to check the flow of emigration 



MEMORIAL OP JOHN A. POOR. 4.J 

from the State, and develop more rapidly its vast natural re- 
sources ? 

If one cannot satisfactorily answer this question, he may venture 
to refer to the example of other communities for instruction and 
guidance. England, at this time, the great commercial nation of 
the world — though only a second-rate power, two hundred years 
ago — prohibited the export of raw material, and protected her man- 
ufactures by high duties, till she had thereby drawn to her shores, 
the more skilful artizans of every European nation : — woollen man- 
ufacturers from Flanders — silk weavers, and w^orkers in chrystals 
and glass, from France; — makers of watches and mathematical 
instruments from Switzerland — workers in decorative art from Italy. 
Having perfected the skill of her laborers, increased their power of 
production by the aid of machinery, and amassed abundant capital, 
her manufacturers became a power in the State. They then 
changed their tactics, sought to make their country the workshop of 
the world, and invited other nations, especially our own, to join 
them in the policy of free trade — to enlarge, the market for their 
manufactures, at the expense of our own. Wisdom on our part, 
would seem to demand, protection to our own industry, from all 
foreign manufactures ; till competition at home shall equalize the 
profits of industry in the working of our raw materials. We ought 
also to have such an adjustment of our tariff as to favor the produc- 
tion of those articles that can be profitably produced in the United 
States. Over $100,000,000 are paid out annually by the people 
of this country, for manufactured articles, in the form of iron, of 
earthen ware, of woollen, and cotton fabrics, and other articles that 
could as well be produced at home. W^e should therefore seek from 
the action of the United States Congress, such relief, as it can easily 
give. 

But the State can do something independent of '"Congress, or tho 
General Government, as other States have done, to aid in the con- 
struction of railways, and to invite capital into manufactures. In 
New York, Massachusetts and other States, where the cost of rail- 
ways is less per mile than in Maine, and private capital more abun- 
dant, the State has stepped in to aid private enterprise in the con- 
struction of railways. New York also built a magnificent line of 
canal, to facilitate the transit of produce, before the railway had 
6 



^2 EUROPEAN AND N. A, EAILWAY COMPANY. 

come into use, and this policy advanced the population of the 
Empire State from 959,049 in 1810, to 3,851,563, in 1860. The 
British Provinces of Canada, New Brunswick and Nova Scotia, 
have carried out the chief portions of the finest system of railway in 
the world, at the public expense, or by government aid ; and are 
only waiting the action of Maine, to complete the link, in the chain 
of iron, that shall connect Halifax to St. John and the east — with 
Maine, Canada and the west. Private enterprize has extended 
Imes of railway from the western border of this State, to Bangor ; 
which, with other lines of railway, form an aggregate of 544 miles ; 
and on which has been expended $19,650,985 of capital, without a 
dollar of State aid. But the trunk line for the State is yet nearly 
100 miles distant from the eastern frontier. The government and 
people of the Lower Provinces, are prepared to meet us at the boun- 
bary, on being assured of the completion of our railway to that 
point. The line of the European and North American Railway of 
New Brunswick, is already finished, from the city of St. John to 
Shediac, on the Gulf of St. Lawrence, 110 miles, and from Halifax 
to Truro, 61 miles, more than half the distance from Halifax to the 
boundary of New Brunswick. The carrying out of the line on this 
side the boundary of Maine, to meet that of New Brunswick, ac- 
complishes, as Governor Washburn aptly suggested in his late mes- 
sage, the double purpose of a railway to Aroostook, and the contin- 
uation of the international line from Bangor to Halifax. The 
friends of both objects should be one in interest, in feeling and in 
action. 

The European and North American Railway is the natural and 
appropriate extension of the Grand Trunk Railway of Canada. The 
plan originated in the refusal of the British government to carry 
out the Halifax and Quebec Railway project, and was matured in 
1850, in advance of the Grand Trunk project, and was the chief 
inducement for the absorption of the Portland and Montreal Rail- 
road into that giant undertaking. The Portland and Montreal line 
was projected and set on foot in 1844. In 1845, the Halifax and 
Quebec project was started. The Imperial government caused a 
survey of the line, and held out encouragement for its construction. 
But in 1850, Earl Grey declined to afford the expected assistance, 
and the Portland convention was called, which resulted in the plan 



MEMORIAL OF JOHN A. POOR. 43 

and agreement to carry out the European and North American 
Railway. The fidelity of the people and the authorities of New 
Brunswick to their engagements made at Portland, has been fruit- 
ful of great results, and their line has been extended from the city 
of St. John, East as far as the Gulf of the St. Lawrence, and will 
ere long be connected with the Halifax line at Truro, leaving only 
the line from St. John to Bangor, to secure the completion of the 
European and North American Railway. 

The European and North American Railway therefore, though 
commonly regarded as a local enterprize, aftecting mainly the city 
of Bangor and the eastern counties, is in point of fact, of more conse- 
quence to the city of Portland and the western counties, than to any 
other portion of the State. This will be readily admitted, by those 
fully acquainted with the geographical relations of the Acadian 
Peninsula, and familiar with the system of International and Inter- 
colonial railways built or proposed within it. 

Portland, with its unrivalled harbor, owes its chief commercial 
importance to the fact of its being the ocean terminus of the Grand 
Trunk Railway, and the Packet Station in winter for the Canadian 
mails. The vessels of the Montreal Steamship Company's line, 
make twenty-four weekly trips each way annually, between Port- 
land and Liverpool, and Portland is thereby made a point for the 
accumulation and distribution of freight to and from Canada, the 
Lower Provinces and the United States, forwarded to or received 
from Europe. 

The future growth and prosperity of Portland depend on its 
ability to retain its present advantages. As the exporting and im- 
porting station for the traffic of a line of railway of over 1,000 miles 
in length, costing when fully equipped, $81,000,000, Portland 
must eventually assume a high rank among the commercial cities of 
the United States. If Portland is connected by railway with St. 
John, New Brunswick, by the way of Bangor, these facilities of 
communication, in addition to lines of steamers between Portland 
and St. John, will satisfy the wants of the Lower Provinces, in 
their intercourse with Canada and the West. 

But should Portland become indifferent to this consideration, and 
the city of St. John be induced to construct a line of railway 
through British territory, to the River Du Loup, the eastern terminus 



44 EUROPEAN AND N. A. RAILWAY COMPANY. 

of the Grand Trunk Railway, nothing could prevent the transfer of 
a large portion of the Grand Trunk business designed for, or re- 
ceived from Europe, by the way of Portland, to some eastern Pro- 
vincial port, which would then become the Canadian Mail Packet 
Station ; and the rival of Portland for Canadian and Western trade. 

The distance from the River Du Loup to St. John is not greater 
than that from Montreal to Portland, and in the summer months, 
the Steam Propellers from the Upper Lakes could deliver their 
cargoes of Western produce at River Du Loup instead of Montreal. 
Montreal and Portland would at once lose their present prestige, if 
not suffer largely by the competition of these more eastern ports, on 
the St. Lawrence and on the Atlantic. The Grand Trunk Railway 
would also be forced into the necessity of shortening its line from 
Island Pond to Montreal, by the building of 100 additional miles of 
railway by the Missisqua valley, to secure any advantage in dis- 
tance, over its Eastern competitor, from River Du Loup to St. John. 
All the western counties in this State, therefore, are interested in 
the success and present policy of the Grand Trunk Railway Com- 
pany. 

The intelligent merchants of Portland, fully appreciate the im- 
portance of connecting St. John and the lower Provinces with Ban- 
gor and Portland by railway. The Board of Trade of Portland 
unanimously adopted a Resolution in favor of the passage of the Bill 
of last year, proposing to grant aid to the E. & N. A. Railway Co., 
by the transfer to it, of the lands lying on the waters of the Penob- 
scot and St. John rivers, and the claims of Maine, on the United 
States government, to facilitate its construction from Bangor to St. 
John. They have, also, since then, organized a Steamboat Com 
Tjany, and run a line of steamers between Portland and St. John, 
touching at Eastport ; which line is now in successful operation. 

It is 'Portland, therefore, and that portion of Maine directly con- 
cerned in the business of the Grand Trunk Railway, that is most 
deeply interested in the successful and early accomplishment of the 
European and North American Railway. 

Direct aid from the State, in the form of annual loan and tax, to 
an amount of $50,000, securing, as it would, an advance of 
fl, 000, 000 towards the construction of the line — would enable 
private individuals to finish the line proposed to a point of junction 



MEMORIAL OF JOHN A. POOR. 45 

with the railway from St. John to the boundary, and to extend it 
to Houlton, and the St. John river at Woodstock, a branch railroad. 
The enhanced value of the public lands, by this measure, would, it 
ia believed, not only meet this annual appropriation, but fully dis- 
charge the present State indebtedness. 

Only about 2,000,000 acres of public lands remain — the remnant 
of a once noble inheritance — and these are of comparatively little 
present value. But by the construction of the proposed line of 
railway, they would be quadrupled in value at once; and being 
brought into market, would attract a valuable population to the 
State. 

The policy of granting State aid, direct to the railways, and 
enjoying the benefits of the rise in the value of the lands, has many 
claims to favor. But aid in some form or other, by a loan of credit, 
for which the vote of the people must be had — or by a grant of a 
portion of the State lands — those lying on the waters of the Penob- 
scot and St. John, or by an annual appropriation of money, seems 
to be imperatively demanded by the people of the Lower Provinces 
and the interests of the State. If other sections of the State, those 
counties where unsold public lands remain^ may fairly claim a share 
of the State bounty, it would be just that all enterprises of State 
necessity, be in the same manner promoted. 

High taxes are the curse of any people. The dread of taxation 
is the great check to public enterprise. But if, by this means, you 
add largely to the means of payment, there is no burden, but the 
contrary. A large nominal, or relative amount of taxation to each 
individual, is not the true measure of public burdens ; but the com- 
parative amount of means of payment, to the taxes raised. In 
Great Britain, Holland, Belgium, the Hanse Towns, and other 
European States, the amount of taxation is far in excess of the 
sums paid in the United States ; yet the burden is less, from the 
amount of their wealth, or means of payment, their profitable com- 
merce, and their thriving manufactures. The following table shows 
the present population, the value of the external commerce, the 
amount of commercial transactions for each inhabitant, and the 
annual taxation of each individual, — :of some of the leading nations 
of the earth : 



46 EUROPEAN AND N. A. RAILWAY COMPANY. 





Population. 


Value of Commerce. 


For each 
inhab. 


To each 
inhab. 


Great Britain, 


28,154,000 


1,670,000,000 


59 20 


12 01 


Holland, 


3,451,000 


320,000,000 


92 60 


10 95 


France, 


36,039,000 


1,065,000,000 


25 40 


10 08 


Sweden, Norway and 










Denmark, 


T,800,000 


165,000,000 


22 00 


6 94 


Belgium, 


4,585,000 


365,000,000 


10 00 


6 45 


Portugal, 


3,500,000 


44,200,000 


12 60 


3 60 


Spain, 


16,600,000 


123,000,000 


11 60 


6 21 


Prussia and the 










Zollverein, 


32,t00,000 


440,000,000 


13 40 


5 47 


Austria, 


39,400,000 


362,320,000 


8 20 


3 45 


Russia, 


60,123,000 


220,000,000 


3 60 


3 67 


The Hanse Towns, 


500,000 


622,000,000 


125 01 


- 


U. S. of America, 


31,274,856 


161,000,000 


24 40 


2 45 



If we follow this comparison still more into detail, we shall find 
that the taxation of the people of Maine, for all purposes — national, 
State, county, city, town, parish and school taxes, will average 
nearly ^4.00 to each person; in Massachusetts, $6.00, and in the 
city of New York, $10.00, to each person. And yet so great is 
the amount of wealth in the places last named, that property is taxed 
less, in proportion to its value, than in Maine. 

The increase of population is the great source of wealth, in the 
United States ; and the increase of wealth is the chief spur to enter- 
prise, in the newly settled sections of the country. A decline of 
population, in any place, causes an immediate fall in the price of 
real estate, as certainly as an increase of population causes an ad- 
vance of price. This is seen at Lewiston, Biddeford, and other 
places in the State, where the entire value of the capital invested 
in manufactures has been imparted to the real estate of the neigh- 
borhood by the increase of the resident population. 

It is in the power of the present Legislature to change the condi- 
tion of Maine from one of threatened decline to that of health and 
prosperity, without any increase to the public burdens. By ex- 
empting investments in manufacturing industry employed in work- 
ing cotton or wool, from taxation, for a term of years, by a State 
law, millions of money can be drawn from abroad into this channel 
of industry, without any injustice to the communities where such 



MEMORIAL OF JOHN A. POOR. 47 

capital may be located. Without such investments the progress of 
business may continue to be slow ; — with them, a new value may be 
imparted to every species of property in the vicinity. 

By the appropriation of $50,000 annually to aid the construction 
of lines of railway to the northeastern frontier of Maine, there would 
be an addition made to the value of every acre of the 2,000,000 of 
public lands of the State, and to twice as many more acres, of valu- 
able farming lands, held by individuals, lying in the upper basin of 
the Penobscot and St. John rivers. The proceeds of the land office 
would undoubtedly meet such an appropriation, if limited to the 
proceeds of the land office not to exceed $50,000 annually; and a 
rapid sale of the lands might be effected, if assurance was given, of 
the certain completion of the railway. The easiest method of pay- 
ing the State debt is to increase the value of the public lands. The 
vast advantages to the whole State, and to the country, of the com- 
pletion of the European and North American Railway, are already 
admitted ; and the earnest advocacy of its claims to State aid, by 
the present Chief Magistrate, and his predecessors in office, ought 
to arouse the patriotism of those on whom the responsibility of its 
success or failure must rest — the members of the Legislature. The 
appropriation of the claims of Maine on the United States govern- 
ment, and of the proceeds of the land office, to aid this line, as 
advised by the Governor,' seem to meet unusual favor. 

Born to an inheritance worthy of the noblest ambition of any 
people, the sons of Maine have only to invoke the exercise of the 
commonest principles of enlightened selfishness, to realise for their 
State, at an early day, the high destiny that awaits her in the 
future. Larger than all the residue of New England ; capable of 
sustaining a population denser than that of Rhode Island or Massa- 
chusetts; possessing a soil rendered fruitful and productive by culti- 
vation ; a climate bracing and healthful ; valuable minerals widely 
distributed over its surface, or beneath its soil; rich forests of timber 
easily transported to market ; abundant water-power readily brought 
to the aid of human labor for the production of manufactures ; build- 
ing materials of all descriptions within her own borders ; navigable 
rivers, and the means of communication by sea, open at all seasons 



48 EUROPEAN AND N. A. RAILWAY COMPANY. 

of the year; the finest sea-fisheries of the Atlantic shore; a popula- 
tion, not inferior to that of any other section of the country in 
physical strength and resource ; enjoying many advantages of moral 
and intellectual culture ; free from all public burdens in the shape 
of high taxes ; — what shall prevent Maine from recovering the ad- 
vantages temporarily lost, by the ignorance and selfishness of former 
years, and reaching that high position, that political and commercial 
importance to which in the judgment of all intelligent strangers, she 
is entitled ? 

JOHN A. POOR. 



APPENDIX. 



STATISTICS OF 


MAINE. 






1850. 


I860. 


Square miles of territory, 


31,T66 


- 


Population, 


583,190 


628,600 


Increase in ten years, 


- 


45,410 


Population per square mile, 


18.86 


19.28 


Ratio of increase per square mile, 


- 


1.42 


Ratio of increase in ten years, . 


- 


7.80 


Number of acres in the State, 


20,330,242 


- 


Number of farms. 


46,760 


- 


Number of acres in farms, 


4,555,393 


- 


Number of acres cultivated, 


2,039,596 


- 


Size of farms in acres, 


9t 


- 


Value of farms per acre. 


$12.04 


- 


Number of families, 


103,333 


- 


Number of dwellings. 


95,802 


- 


Number of scholars, 


194,095 


243,376 


Value of farms, 


$54,861,748 


- 


Horses and mules, 


41,776 


54,508 


Cattle, .... 


343,339 


- 


Sheep, .... 


451,577 


374,195 


Swine, .... 


54,578 


45,923 


Value of stock, 


$9,705,726 


- 


Value of animals slaughtered. 


1,646,773 


- 


Tons of hay raised. 


755,889 


- 


Bushels of wheat. 


296,259 


- 


Bushels of corn, ... 


1,750,056 


- 


Bushels of rye. 


102,916 


„ 


Bushels of oats, . 


2,181,037 


- 


Bushels of buckwheat, 


104,120 


- 


Bushels of barley, 


151,731 


- 


Bushels of peas and beans, 
7 


205,541 


" 



50 



EUROPEAN AND N. A. KAILWAY COMPANiT. 



STATISTICS 


OP MAINE 


, (Continued.) 


1850. 


Bushels of potatoes, . . . 3,436,040 


Pounds of wool. 




1,364,034 


Pounds of hops, 




40,120 


Pounds of clover seed, 




9,091 


Pounds of other grass seeds, 




9,214 


Pounds of beeswax and honey. 




189,618 


Pounds of maple sugar. 




41,140 


Pounds of butter, 




9,248,811 


Pounds of cheese, 




213,964 


Pounds of flax seed, 




680 


Pounds of flax, 




11,081 


Produce of market gardens. 




$122,381 


Produce of orchards. 




$342,865 


Produce of home manufactures, 




$513,399 


Average crop of wheat per acre- 


-bushel 


s, 10 


Average crop of rye, 




11 


Average crop of oats, 




20 


Average crop of corn. 




21 


Average crop of potatoes, 




120 


Average crop of barley. 




20 


Average crop of ha}^, in tons, 




1-8 


Manufactures. Value. 


Agricultural implements, . , $259,187 


Boots and shoes, 




961,556 


Bricks, 






116,016 


Cabinet ware, 






164,112 


Clothiers, 






911,311 


Coaches and carriages. 






183,854 


Cottons, . 






2,630,606 


Fisheries, 






569,816 


Gunpowder, 






50,240 


Hats and caps. 






120,415 


Iron founderies, , 






309,611 


Iron rolling. 






154,000 


Lime, 






314,113 


Lumber, . 






5,812,513 


Oil cloths, 






259,040 


Paper, 






119,520 



I860. 



APPENDIX. 




51 


STATISTICS OF MAINE, (Continued.) 






1850. 


I860. 


Saddles and harnesses, . 


$87,5Y3 


- 


Plaster, . 




59,283 


- 


Sails, 




25i,no 


- 


Shingles, 




430,656 


- 


Staves and shocks, 




438,794 


- 


Stone and marble, 




329,401 


- 


Tanners and curriers, 




1,701,299 


- 


Tin and sheet iron, 




237,405 


- 


Tobacconists, 




34,350 


- 


Woollen, 




935,883 


^ 


Unenumerated manufactures, 




8,231,933 


- 


Total value of manufactures, . 


$24,661,057 






1850. 


1860. 


Miles of railroad built, . 


22Y 


644 


Cost of construction. 


$Y, 129,692 $19,600,985 


Eeceipts of railroads, . 


$360,000 


$1,500,000 


Ships owned, tons, 


501,422 


739,846 


Banks, .... 


32 


70 


Capital, 


$3,853,650 


$7,833,378 


Circulation, 


$2,645,0t2 


$4,769,746 


Valuation, 


$100, 


037,969 $164,714,168 



Average property to each person. 



$171 



STATE OF MAINE. 



In Senate, February 6, 1861. 

On motion of Mr. GROSS of Cumberland, 

Ordered, That 350 copies of the Memorial of John A. Poor, 
with bill " An act additional in regard to the European and North 
American Railway Company," be printed for the use of the Legis- 
lature. 

JAMES M. LINCOLN, Secretary. 



LIBRARY OF CONGRESS 



019 985 389 2 



Hollinger Corp. 
pH 8.5 



